APPENDICES the Appendices Include 18 Station Areas Profiles

San Mateo County TOD Opportunity Study Appendices Final Report

APPENDICES The appendices include 18 station areas profiles, which summarize existing conditions information, constraints, and development opportunities in each station area. They are ordered alphabetically by station name.

Also provided are the members of the Core Working Group and TOD Partnership Committee, and a sample questionnaire, which was administered to the members of the TOD Partnership Committee prior to the interviews.

Details of Infill and Small Parcel Development Analysis are provided in Appendices V and W.

Station Area Profiles A. Atherton Caltrain station in Atherton B. Bayshore Caltrain station in Brisbane/San Francisco C. Belmont Caltrain station in Belmont D. Broadway Caltrain station in Burlingame E. Burlingame Caltrain station in Burlingame F. Colma BART station in Colma/Daly City G. Daly City BART station in Daly City H. Hayward Park Caltrain station in San Mateo I. Hillsdale Caltrain station in San Mateo J. Menlo Park Caltrain station in Menlo Park K. Millbrae BART/Caltrain station in Millbrae L. Redwood City Caltrain station in Redwood City M. San Bruno BART station in San Bruno/South San Francisco N. San Bruno Caltrain station in San Bruno O. San Carlos Caltrain station in San Carlos P. San Mateo Caltrain station in San Mateo Q. South San Francisco BART station in South San Francisco R. South San Francisco Caltrain station in South San Francisco

Core Working Group and TOD Partnership Committee S. Core Working Group Members T. TOD Partnership Committee Members U. TOD Partnership Committee Questionnaire

Infill / Small Parcel Development Analysis V. Developer Interviews W. Cash Flow Analysis

San Mateo County TOD Opportunity Study Appendix A Final Report Atherton Caltrain Station

STATION AREA PROFILE: ATHERTON CALTRAIN STATION Atherton

This profile presents existing conditions information and an assessment of opportunities and constraints for the Atherton station area in the Town of Atherton. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the Town of Atherton. Opportunities identified include results from the Atherton Caltrain Station preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Atherton Caltrain station area:

Opportunities • Future redevelopment is unlikely due Atherton’s restrictive regulatory framework. The only potential redevelopment sites are limited to the City Hall and Holbrook-Palmer Park sites.

Constraints • Atherton’s existing policies do not allow any commercial development or new residential development. Residential density is capped at 3 units per acre. • The station is not visible from El Camino Real and is difficult to find. • There are no sidewalks in the station area and access is limited from the east side of the station. • Caltrain service is available on weekends only. Future service increases may be limited due to the proximity of the station to the Redwood City Caltrain Station, which offers a very high level of service (Baby Bullet service).

November 2006 A-1 San Mateo County TOD Opportunity Study Appendix A Final Report Atherton Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i Population 2754 Journey To Work Households 762 Walk / Median Age 39.9 Transit Median Household Income $101,512 7% Bike Owner Occupied / Renter Occupied 74%/26% 7% Family / Non-Family 88%/12% Average Household Size 2.79 Vehicles Per Household 2.6

Drove Alone 86%

Governing Documents • Town of Atherton General Plan, 1990 • Municipal Code, 2005

Regulatory Framework • Commercial development is not allowed in the Town of Atherton. • Up to 3 housing units per acre are allowed. • Construction of new vertical curbs or sidewalks is prohibited.

Local Planning Effortsii The Town of Atherton will update its General Plan Housing Element in the next two years.

The station area is comprised of three zones: Zones A through C. Zone A is the station itself. Zone B is the area within ¼-mile of the station and Zone C is the area between the ¼-mile radius and ½-mile radius.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

November 2006 A-2 San Mateo County TOD Opportunity Study Appendix A Final Report Atherton Caltrain Station

Location 1 Dinkelspiel Station Lane, Atherton The station is located approximately 1,000 feet east of El Camino Real, located next to the Atherton City Hall, Library and Police Station.

Weekday Service Caltrain does not serve the station on weekdays, but provides shuttle service to the Redwood City Caltrain Station. Weekend Service Caltrains serve the station every 60 minutes in both directions.

Weekday Boardingsiii NA

Vehicle Access The sign directing vehicles from El Camino Real to the station is small, and it can be difficult for non-regular commuters to find the station. The station cannot be accessed from the east, (1 Dinkelspiel Station Lane), as housing backs up to the east side of the station. The Town of Atherton provides 96 parking spaces at the station free of charge. Parking Occupancy Rate: NAiv

Transit Access SamTrans Routes 390, KX and RX serve destinations along El Camino Real in the vicinity of the station. The nearest bus stop is located on El Camino Real at Winchester Drive, approximately ¼ mile from the station. Shuttles provide service to and from the Redwood City Caltrain Station on weekdays.

Bicycle Access Bicycle racks are available for bicyclists. There are no designated bicycle lanes or routes.

Pedestrian Access There are no sidewalks on El Camino Real, or on internal streets (e.g. Fair Oaks Lane) that connect El Camino Real to the station. However, traffic volumes on internal streets are low. There is no pedestrian access from the east side of the station.

Access for Persons with The station is not wheelchair accessible. There are no Disabilities sidewalks on El Camino Real or on internal streets.

Access to Existing Activity The Town of Atherton Library, City Hall, and Police Station Centers are located in front of the station (2 Dinkelspiel Station Lane). There are no commercial uses in the Town of Atherton.

November 2006 A-3 San Mateo County TOD Opportunity Study Appendix A Final Report Atherton Caltrain Station

Visual Access There is no visual access from El Camino Real. In addition, the station is difficult to find due to poor signage.

Access Mode Split NA

Planned Station None Improvements

Infrastructure Impacts at the The current platform would need to be upgraded to a center- Station boarding or outside-boarding platform configuration to meet current Caltrain operational standards.

ZONES B & C: STATION AREA

Information is provided on land use, ownership (public vs. private), urban planning and design context, and construction activities within the last 5 years. Most of the information provided applies to both Zones B and C except for land use, ownership and construction activities.

Land Use Patternsv

Land use patterns within in Zones B and C were estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office. The predominant land use in Zones B & C is single family residential.

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (¼ and ½-mile radii). Land use data is based on County Assessor’s Office designations.

November 2006 A-4 San Mateo County TOD Opportunity Study Appendix A Final Report Atherton Caltrain Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Urban Planning and Design The station area is comprised of single-family homes on large Context lots, small-scale service and institutional buildings and a general park-like setting with dense, mature trees.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into four categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

November 2006 A-5 San Mateo County TOD Opportunity Study Appendix A Final Report Atherton Caltrain Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activities vi Zone B Recently Completed Projects

(Within 3-5 years) • None Zone C • None Zone B Planned Developments • None Zone C • None

Infrastructure Impacts • Narrow, local streets would not have the capacity to serve Around the Station significant traffic volumes generated by higher density development. • The streets would need sidewalks to improve pedestrian access.

MARKET ASSESSMENT

The preliminary market assessment estimated the market potential for five different land use types in the station area by classifying them as having strong, moderate, fair, or limited potential. This market potential was determined by considering a number of factors: existing land uses, future plans, whether existing sites are being utilized to their highest and best use, availability of land, site access (physical and visual), and regional trends in housing/employment.

November 2006 A-6 San Mateo County TOD Opportunity Study Appendix A Final Report Atherton Caltrain Station

Market Potential by Land Use Typevii The area surrounding the Atherton station is nearly entirely residential. Recent home sales within one-quarter mile of the station have averaged $1,553,813viii reflecting both the value of the land and the larger, high-quality older homes that surround the station. As a result opportunities for intensifying land uses surrounding this station are virtually non-existent. = Strong, = Moderate, = Fair, = Limited Lower Density Residential Limited by high land values, and restrictive Reinvestment zoning Higher Density Residential Limited by high land values, and restrictive zoning Retail Limited by restrictive zoning, poor visibility and access Office Limited by restrictive zoning, poor visibility and access Institutional / Civic Limited by high land values

TOD Opportunity Sites Because of the town’s restrictive regulatory framework, the City Hall (91 Ashfield Road) and Holbrook-Palmer Park (150 Watkins Avenue) are the only sites that could be redeveloped. Redevelopment at these sites is unlikely.

City Contact Neil Martin, City of Atherton Planning Director (650) 799-8466 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of Atherton, Interview with Neal Martin, May 19, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain, July 2005 – January 2006. v City/County Association of Governments of San Mateo County, Design Community and Environment, 2006. vi City of Atherton, Interview with Neal Martin, May 19, 2006. vii Strategic Economics, 2006. viii Residential home sales since 2000, First American Real Estate Solutions, Inc.

November 2006 A-7 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

STATION AREA PROFILE:

BAYSHORE CALTRAIN STATION Brisbane

This profile presents existing conditions information and an assessment of opportunities and constraints for the Bayshore station area in the City of Brisbane. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and

Assessor’s Office, and information provided by the City Bayshore Caltrain Station of Brisbane. Opportunities identified include results from the preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Bayshore Caltrain station area:

Opportunities • There is a large area of vacant land (Baylands) owned by a single owner in the immediate station vicinity.

• The station will be a regional transit hub with a direct connection between Caltrain and MUNI, once the MUNI Third Street LRT is operational.

Constraints • Environmental hazards have led the City of Brisbane to prohibit residential development in the station area. • The station is not located close to any existing activity centers in Brisbane although the northern half of the station area, which is within the City and County of San Francisco, is undergoing a fair amount of planning and redevelopment. • Visibility of and access to the station from major thoroughfares is limited.

November 2006 B-1 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i Population 9,452 Journey To Work Households 2,464 Median Age 36.9 Median Household Income $55,715 Transit Owner Occupied / Renter Occupied 67.3% / 30.3% 36% Family / Non-Family 93.7% / 6.3% Average Household Size 3.92 Drove Alone Walk / Vehicles Per Household 1.7 63% Bike 1%

Governing Documents • City of Brisbane General Plan, 1994 • Brisbane Baylands Phase I Specific Plan, 2006

Regulatory Framework The 1994 General Plan prohibits residential uses in the Baylands area due to environmental concerns.

Local Planning Efforts ii Currently, the EIR is being prepared for the Baylands Specific Plan.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 400 Tunnel Avenue, San Francisco The station is located approximately 1,000 feet south of the Bayshore Boulevard/Tunnel Avenue intersection.

November 2006 B-2 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

Weekday Service During the AM peak period (6 a.m. – 9 a.m.), limited stop trains serve the station every 60 minutes in the northbound direction and every 30 minutes in the southbound direction. During the PM peak period (4 p.m. – 7 p.m.), limited stop trains serve the station every 30 minutes in the northbound direction and every 60 minutes in the southbound direction. During off peak hours, local trains serve the station every 60 minutes in both directions.

Weekend Service Local service trains serve the station every 60 minutes in both directions.

Weekday Boardingsiii 166 (Feb ’06) The station is a destination station since the number of AM peak period boardings at the station is lower than the number of alightings during the AM peak period.

Vehicle Access Vehicle access to the station is limited because of the large sites that surround it. Number of Parking Spaces: 38

Parking Occupancy Rate: 25% (July ‘05- January ’06) iv Caltrain parking lot ($2.00/day as of October 2006)

Transit Access The station will be the southern terminus of the San Francisco MUNI Third Street Light Rail Transit (LRT) when the line starts its revenue service in 2007. Third Street LRT will connect Visitation Valley and downtown San Francisco via the Bayview/Hunters Point neighborhood.

Currently bus stops for MUNI Routes 9, 9X and 15 and SamTrans Routes 292 and 397 are located on Bayshore Boulevard at Arleta Avenue. SamTrans buses drop-off passengers in the northbound direction and pick-up passengers in the southbound direction. The closest bus stops are located approximately 1,600 feet from the station. Two pilot shuttle programs, the Bayshore/Brisbane Commuter Shuttle and the Crocker Park Employer Shuttle, serve the station.

Bicycle Access The station has bicycle racks. There are limited bicycle routes in the station area.

November 2006 B-3 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

Pedestrian Access Pedestrian access is limited because of the physical barrier created by the Caltrain tracks and US 101. The station is not located within an easy walking distance from the existing residential area in Brisbane. However, the site is within reasonable walking distance of residential areas along the Bayshore Boulevard Corridor (Visitacion Valley, Little Hollywood).

Access for Persons with Although the station has a new elevator bridge over the Disabilities trackway and ADA parking spaces, accessing the station from the surrounding areas is difficult because it is comprised mostly of large vacant sites with few connecting streets.

Access to Existing Activity There are no existing activity centers located within an easy Centers walking distance from the station.

Visual Access Currently, visual access from Tunnel Avenue is good as there are no developments obstructing the view of the station. However, the station is not visible from major thoroughfares, such as U.S. 101 and Bayshore Boulevard. As the surrounding area is developed over time, visual access of the station may become an issue.

Access Mode Splitv This is a “Park and Ride” Station since the share of vehicular mode of access (“Drive Alone”, “Dropped off” and “Carpool”) (AM Peak) exceeds 50 percent.

Mode of Access Mode of Egress Walk 6% 1% Bicycle 27% 27% 18% 30% Drive Alone

Carpool

2% Get dropped off/ Picked Up 5% Transit 8%

Other 4% 8% 23% 41%

Planned Station None Improvements

November 2006 B-4 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

Infrastructure Impacts at the The commercial development and service by Third Street LRT Station will increase patronage (boardings and alightings) at the station. This increased use is currently constrained by lack of access and intermodal improvements along the west side of the station (where LRT will eventually connect). Elements needed at the station include an LRT terminus station (responsibility of MUNI), bus bays, and parking (existing parking on Tunnel Road is minimal).

ZONES B (WITHIN ¼ MILE) & C (WITHIN ½ MILE): STATION AREA

Land Use Land use patterns within in Zones B and C were estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office. The predominant land use within the station area in San Mateo County is vacant land, followed by industrial uses.

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

November 2006 B-5 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

The following map shows the station location, land use, and walk distances around the station (¼ and ½-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

There are light industrial uses on relatively large parcels and Urban Planning and Design large areas of underutilized or vacant land in the immediate Context vicinity of the station. Nearby areas to the north and northeast (Visitacion Valley, Little Hollywood) are residential with mixed uses along the principal corridor, Bayshore Boulevard. Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

November 2006 B-6 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

Source: San Mateo County Assessor’s Office, 2006.

Construction Activitiesvi

Recently Completed Projects Zone B (Within 3-5 years) • None Zone C • None Planned Developments Zone B • Commercial Developments in Baylands (up to 5 million square feet) • Residential developments with the density of 50 to 80 dwelling units per acre. The proposed site is located north of the Bayshore Station in San Francisco. Zone C • None

Infrastructure Impacts Currently there are no buses directly serving the station. Around the Station Future MUNI LRT access will be from the west, requiring track extension from the current LRT terminus on Bayshore Boulevard. Also needed are pedestrian and vehicular access routes connecting Bayshore Boulevard to the west side of the station.

November 2006 B-7 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

MARKET ASSESSMENT

Market Potential by Land Use Typevii The Brisbane Station is characterized by significant physical development opportunity and access to US 101. Potential for residential TOD is limited by the toxic nature of the land fill that makes up the site and the area is significantly disconnected from Brisbane’s existing residential and commercial fabric. However, the Baylands represents one of the few locations in the Corridor where significant scale of new office development may be achieved. Market Potential: = Strong, = Moderate, = Fair, = Limited

Low-density residential Environmental Clean-up Issues limit potential for reinvestment residential use. High-density residential Environmental Clean-up Issues limit potential for residential use. Retail Large tracts of land with (potentially) good access and visibility, close to San Francisco and San Mateo County neighborhoods Office Large tracts of land very close to freeway connecting major employment centers Institutional/Civic Large tracts of land with (potentially) good access and visibility. TOD Opportunity Sites The Brisbane Baylands Phase I Specific Plan identifies up to 5 million square feet of commercial developments at the Baylands site, though the viability of this site is dependent on minimizing the time required to access US 101. This site is located immediately adjacent to the station, and close to major employment centers in San Francisco and Oyster Point Area.

City Contacts Randy L. Breault, City of Brisbane Director of Public Works (415) 508-2131 [email protected]

John Swieck, City of Brisbane, Planning Department (415) 468 – 6676 [email protected]

November 2006 B-8 San Mateo County TOD Opportunity Study Appendix B Final Report Bayshore Caltrain Station

i 2000 Census, Strategic Economics 2006. ii City of Brisbane, Interview with Randy L. Breault and John Swieck, May 11, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain Parking Occupancy Survey, July 2005 – January 2006. v Caltrain, Origin and Destination Survey, 2004. vi City of Brisbane, Interview with Randy L. Breault and John Swieck, May 11, 2006. vii Strategic Economics, 2006.

November 2006 B-9 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

STATION AREA PROFILE: BELMONT CALTRAIN STATION Belmont

This profile presents existing conditions information and an assessment of opportunities and constraints for the Belmont station area in the City of Belmont. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the City of Belmont. Belmont Caltrain Station Opportunities identified include results from the preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Belmont Caltrain station area:

Opportunities • There is fair market potential for adding residential uses in the station area. Commercial development opportunities are limited to upgrading existing retail uses and possibly adding some office space. • SamTrans/JPB owns several large parcels of land immediately adjacent to the station that should be considered for future development.

Constraints • The station is located within an easy walking distance to the neighboring commercial district. However, El Camino Real and the large surface parking lot serving the shopping center discourage pedestrian access to and from the station. • Aside from SamTrans/JPB-owned land, redevelopment is limited to small sites that are scattered throughout the city. • There are limited opportunities for intensifying existing land uses because of existing policies.

November 2006 C-1 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i Population 4,755 Journey To Work Households 1,337 Transit Median Age 36.3 7% Walk / Median Household Income $71,822 Bike Owner Occupied / Renter Occupied 45% / 55% 3% Family / Non-Family 82% / 18% Average Household Size 2.37 Vehicles Per Household 2.5 Drove Alone 90%

Governing Documents • City of Belmont General Plan, 1982, updated in 1994 • Redevelopment Area Plan • Downtown Specific Plan, adopted in 1990 and amended in 1995 • City of Belmont 2001-2006 Housing Element, 2002 • The Peninsula Corridor Plan, 2003

Regulatory Framework • The station area is zoned for commercial uses, but allows residential developments. • Building heights along El Camino Real and Ralston Avenue are limited to 3 stories (Downtown Specific Area Plan). • Current zoning allows a Floor to Area Ratio (FAR) of 1.8 in the downtown area (Downtown Specific Area Plan). • Downtown Specific Area Plan limits the FAR to 0.5 for new developments in order to decrease traffic volumes in the area. • Maximum allowable residential density is 30 dwelling units per acre and the maximum FAR is 1.4 (Downtown Specific Area Plan) • The parcels along El Camino Real are designated as a redevelopment area (Redevelopment Area Plan).

November 2006 C-2 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

Local Planning Effortsii • The city is developing Economic Development Strategy for 5 target areas. The strategy includes parking management. • The city has identified sites with potential for a mix of residential and commercial developments. The city will reveal these sites to the public in Summer/Fall 2006 as part of Economic Development Strategy Plan. • The city is updating its General Plan. • The city is conducting financial assessment, led by Keyser Marsten and Field Paoli Architects.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 995 El Camino Real, Belmont The station is located at the northeast corner of the El Camino Real/Ralston Avenue intersection.

Weekday Service During peak periods (AM Peak – 6 a.m. to 9 a.m., PM Peak – 4 p.m. to 7:00 p.m.), limited stop trains stop at the station every 60 minutes in both directions. During the midday period (9 a.m. – 4 p.m.), limited stop and local trains stop at the station every 30 minutes in both directions.

Weekend Service Local trains serve the station every 60 minutes in both directions.

Weekday Boardings iii 435 (February 2006) The station is a destination station since the number of AM peak period boardings at the station is lower than the number of alightings during the AM peak period.

November 2006 C-3 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

Vehicle Access Due to the Caltrain right-of-way, there are limited number of streets connecting the east and west side of the station area. The Caltrain parking lot is located west side of the station. The parking lot provides 375 spaces; however it is underutilized. Parking Occupancy Rate: 9% (July ’05 – January ’06)iv Caltrain parking $2/day or $20/month as of October 2006

Transit Access The station includes SamTrans bus transit center. SamTrans Routes KX, PX, 260, 262, 390, 391 and 397 serve the station. There is no shuttle service to and from the station.

Bicycle Access The station provides bicycle racks. There are no bicycle routes directly connecting to the station.

Pedestrian Access From downtown Belmont, El Camino Real is a barrier for pedestrians accessing the station due to heavy vehicular traffic volumes and wide roadway width. Pedestrian access from the east of the station across Old County Road is adequate because the traffic volumes are relatively low volume. The grade separation provides safe crossing below the tracks and access to the station platform.

Access for Persons with The station is fully accessible according to ADA standards. Disabilities However, crossing El Camino Real is difficult due to heavy vehicular traffic volumes and the wide roadway width of El Camino Real.

Access to Existing Activity Downtown Belmont is located west side of El Camino Real, Centers within an easy walking distance from the station. Commercial establishments are located along El Camino Real and Ralston Avenue west of El Camino Real. Pedestrians must cross a large parking lot to reach some of the shops.

Visual Access The station platform is elevated, and it is highly visible from major thoroughfares, such as El Camino Real and Ralston Avenue.

November 2006 C-4 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

Access Mode Splitv It is a “Walk and Ride” and “Park and Ride” Station the share of vehicular mode of access (“Driving alone,” “Dropped off” (AM Peak) and “Carpool”) almost equals the share of pedestrian and bicycle mode of access.

Mode of Access Mode of Egress

1% 1% 7%

Walk 14% 37% Bicycle 35%

Drive Alone 1% 46% Carpool

Get dropped off/ Picked Up Transit

Other 6%

6% 34% 1% 11%

Planned Station Improvements None

Infrastructure Impacts at the The station and Caltrain trackway are in a narrow corridor Station between El Camino Real and Old County Road, affording limited opportunities for TOD directly adjacent to the station. Also, adjacent intermodal facilities (parking, bus loops, etc.) are constrained by the narrow station site.

ZONES B & C: STATION AREA

Land Use Land use patterns within in Zones B and C were estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office. The predominant land use in the station area is a combination of single-family and multi-family residential, as well as some commercial uses.

November 2006 C-5 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

November 2006 C-6 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

Urban Planning and Design Auto-oriented commercial developments with on-site parking Context spaces along El Camino Real, various small businesses in the downtown Belmont area along Ralston Avenue, single family residential area west of downtown with pockets of residential east of Old County Road. Fronting uses along Old County Road are primarily small-scale service/commercial and light industrial.

Land Ownershipvi The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City, Town and County within its jurisdiction, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Assessor’s Office, July 2006.

Construction Activitiesvii Recently Completed Projects Zone B (Within 3-5 years) • Mental Health Association of San Mateo County (24 units apartments for low income residents, completed in 2005) Zone C • None

November 2006 C-7 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

Planned Developments Zone B • 1300 El Camino Real - 6 units condo, 4000 sf Retail and underground garage (Completion date unknown) Zone C • None

Infrastructure Impacts Around The station has excellent automobile and bus access due to its the Station proximity to El Camino Real, Old County Road, and Ralston Avenue, a direct connection to the SR 101 Bayshore Freeway. However, these streets form barriers to pedestrian access from adjacent areas.

MARKET ASSESSMENT

Market Potential by Land Use Typeviii Belmont is the second highest income station area in the County after Atherton. Combined with above average residential density in the station area the retail buying power in the area is strong. While a moderate amount of retail exists within ¼ mile of the station area, the area lacks definition as a unified shopping district, missing the opportunity to use retail to define the character of the station area. Specialty retailers may be found nearby in San Carlos. The presence of somewhat older, more suburban retail formats in the area and larger surface parking lots may point to the opportunity to upgrade much of this retail. Additional office demand will be limited to smaller service-related Class B tenants.

Market Potential: = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment Higher-density Residential Scattered infill opportunities, limited by parcel assembly

Retail

Office

Institutional/Civic

November 2006 C-8 San Mateo County TOD Opportunity Study Appendix C Final Report Belmont Caltrain Station

TOD Opportunity Sites The ½ mile radius area surrounding the Belmont Station is relatively built out. Where appropriate, intensification within the station area should focus on enhancing the residential product mix in the area. Some commercial development opportunities may exist in the narrow parcels along the Caltrain right-of-way.

City Contact Carlos De Melo, City of Belmont Community Development Director (650) 595-7440 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of Belmont, Interview with Carlos De Melo, May 24, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain Parking Occupancy Survey, July 2005 – January 2006. v Caltrain, 2004 Origin and Destination Survey. vi San Mateo County Assessor’s Office, 2006. vii City of Belmont, Interview with Carlos De Melo, May 24, 2006. viii Strategic Economics, 2006.

November 2006 C-9 San Mateo County TOD Opportunity Study Appendix D Final Report Broadway Caltrain Station

STATION AREA PROFILE: BROADWAY CALTRAIN STATION Burlingame

This profile presents existing conditions information and an assessment of opportunities and constraints for the Broadway station area in the City of Burlingame. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the City of Burlingame. View along Broadway looking east Opportunities identified include results from the toward Caltrain preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Broadway Caltrain station area:

Opportunities • The station has high visibility from Broadway and California Avenue and is located within walking distance of the

Broadway commercial district. • The General Plan encourages commercial-residential mixed use developments within established retail-residential zones, especially along California Avenue. • Caltrain service is available on weekends only. Future service increases may be limited due to the proximity of the station to the Millbrae Caltrain station, which offers a very high level of service.

Constraints • The surrounding area is fairly built out. Redevelopment opportunities are limited to the densification of existing land

uses.

November 2006 D-1 San Mateo County TOD Opportunity Study Appendix D Final Report Broadway Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i Population 6,010 Journey To Work Households 1,680 Transit Walk / Median Age 36.1 9% Bike Median Household Income $74,016 3% Owner Occupied / Renter Occupied 30% / 70% Family / Non-Family 79% / 21% Average Household Size 2.14 Vehicles Per Household 1.4 Drove Alone 88%

Governing Documents • City of Burlingame General Plan • City of Burlingame Housing Element, 1992 • Burlingame Bayfront Specific Plan • North Burlingame/Rollins Road Specific Plan, 2004 • City of Burlingame Bicycle Transportation Plan, 2006

Regulatory Framework • The General Plan Policy L encourages commercial – residential mixed use developments to be created in a transition between established retail commercial and residential zones, especially along California Drive running along the Caltrain right-of-way.

Local Planning Efforts • None identified

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 1190 California Drive, Burlingame The station is located approximately 1,600 feet east of El Camino Real, with convenient freeway access to US 101.

November 2006 D-2 San Mateo County TOD Opportunity Study Appendix D Final Report Broadway Caltrain Station

Weekday Service Caltrain does not serve the station on weekdays, but provides shuttle service to the Millbrae Caltrain station.

Weekend Service Local trains serve the station every 60 minutes in both directions.

Weekday Boardingsii NA

Vehicle Access The Caltrain parking is provided west side of the station off of California Avenue, providing 120 spaces. Parking Occupancy Rate: 20% (July ’05 – Jan ‘06) iii Caltrain parking lot ($2/day or $20/month as of October 2006)

Transit Access SamTrans Route 292 operates along California Avenue in the vicinity of the station. The closest bus stop is located on California Avenue south of Broadway. SamTrans Routes 390 and 391 operate along El Camino Real. The Broadway/Millbrae Shuttle provides non-stop shuttle service between the Broadway and Millbrae stations free of charge, as a substitute for weekday train service at the Broadway station. The Burlingame Midday Shuttle serves the Burlingame and Broadway Caltrain stations. It operates in a circular route, connecting the stations, Burlingame Avenue and Broadway commercial districts and the neighbor east of the Caltrain tracks. The service is provided between 11:30 AM and 9:40 PM on weekdays.

Bicycle Access The station provides bicycle racks. California Avenue north of Camelia Avenue is designated as a bicycle route. There are no bicycle lanes or paths that lead directly to the station.

Pedestrian Access The station provides good pedestrian access from the Broadway commercial corridor.

Access for Persons with The station is not wheelchair accessible. Disabilities

Access to Existing Activity The station is located immediately northeast of neighborhood Center commercial districts extending along Broadway between California Avenue and El Camino Real.

November 2006 D-3 San Mateo County TOD Opportunity Study Appendix D Final Report Broadway Caltrain Station

Visual Access The small historic depot on the northeast corner of Broadway and California Drive intersection is distinctive and highly visible.

Access Mode Split NA

Planned Station None Improvements

Infrastructure Impacts at the • The “hold-out” platform configuration would need to be Station upgraded to a full center or twin side platform to meet the current Caltrain operational standards. • Caltrain right-of-way is narrow at the Broadway Station. Potential reconfiguration of the station, such as bus loops or additional parking spaces, is constrained by narrow width of the right-of-way.

ZONES B & C: STATION AREA

Land Use Patterns Land use pattern within in Zones B and C was estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office. The predominant land use in the station area is a combination of single-family and multi-family residential, as well as some commercial uses.

November 2006 D-4 San Mateo County TOD Opportunity Study Appendix D Final Report Broadway Caltrain Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006. The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Urban Planning and Design These are small “main street style” businesses along Broadway Context southwest of the station, multi-family housing and single family housing on the west side of the station, and auto- oriented development on the east side of the station.

November 2006 D-5 San Mateo County TOD Opportunity Study Appendix D Final Report Broadway Caltrain Station

Source: San Mateo County Assessor’s Office, July 2006

Construction Activitiesiv Recently Completed Projects Zone B (Within 3-5 years) • No information available Zone C • No information available Planned Developments Zone B • None Zone C • None

Infrastructure Impacts No potential impacts have been identified. The station has Around the Station good vehicular and pedestrian access from all directions. Broadway and California Avenue serve moderate levels of vehicular traffic; however, they are not a pedestrian barrier (as compared to El Camino Real at other stations such as Belmont and San Carlos).

November 2006 D-6 San Mateo County TOD Opportunity Study Appendix D Final Report Broadway Caltrain Station

MARKET ASSESSMENT

The preliminary market assessment estimated the market demand for five different land use types in the station area by classifying them as having strong, moderate, fair, or limited potential. This market potential was determined by considering a number of factors: existing land uses, future plans, whether existing sites are being utilized to their highest and best use, availability of land, site access (physical and visual), and regional trends in housing/employment.

Market Potential by Place Typev

The Broadway commercial district features a healthy mix of retailers that provide a more locally- oriented shopping experience as compared to Burlingame Avenue. The area to the west of the station is largely built out and intensification should be limited to residential, and smaller portions of retail, service commercial and class B office uses. The Broadway station area may be attractive to younger, single-person households.

Market Potential: = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment Higher-density Residential Strong rental market Retail Healthy retail corridor creates opportunity for local retailers “pushed out” of downtown Burlingame Office Institutional/Civic

TOD Opportunity Sites The station area presents TOD opportunities for incremental intensification of the existing residential and some portion of retails in the west side of the station.

The City of Burlingame declined to participate in this study. City Contact

i 2000 Census, Strategic Economics 2006. ii Caltrain Annual Passenger Counts, February 2006. iii Caltrain Parking Occupancy Survey, July 2005 – January 2006. iv City of Burlingame Planning Department, Major Development Projects in Burlingame, December 2005. v Strategic Economics, 2006.

November 2006 D-7 San Mateo County TOD Opportunity Study Appendix E Final Report Burlingame Caltrain Station

STATION AREA PROFILE: BURLINGAME CALTRAIN STATION Burlingame

This profile presents existing conditions information and an assessment of opportunities and constraints for the Burlingame station area in the City of Burlingame. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the City of Burlingame. View from station arcade toward Opportunities identified include results from the Burlingame Avenue commercial district preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Burlingame Caltrain station area:

Opportunities • The station has high visibility from California Avenue and Burlingame Avenue and is within walking distance of the

Burlingame Avenue commercial district, a regional draw. • The city’s land use policy encourages high density development in the downtown and mixed-use developments along California Avenue.

Constraints • The station area is mostly build-out, and therefore, redevelopment opportunities are limited to the densification of existing land uses.

November 2006 E-1 San Mateo County TOD Opportunity Study Appendix E Final Report Burlingame Caltrain Station

GENERAL INFORMATION

½- Mile Radius Station Area Demographic Characteristics i Population 8,142 Journey To Work Households 2,224 Transit Walk / Median Age 38.3 8% Bike Median Household Income $60,626 5% Owner Occupied / Renter Occupied 31% / 69% Family / Non-Family 78% / 22% Average Household Size 1.95 Drove Alone Vehicles Per Household 2.7 87%

Regulatory Framework • The General Plan Policy L (A) encourages high density, multi-story residential land uses in the proximity of the downtown area along Burlingame Avenue. • The General Plan Policy L encourages commercial – residential mixed-use developments to be created in a transition between established retail commercial and residential zones, especially along California Drive running along the Caltrain right-of-way.

Local Planning Effortsii • A 90-day trial for the Downtown Parking Permit Program started in May 2006.

The station area is comprised of three zones: Zones A through C.

Zone A is the station itself. Zone B is the area within ¼-mile of the station and Zone C is the area between the ¼-mile radius and ½-mile radius.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

November 2006 E-2 San Mateo County TOD Opportunity Study Appendix E Final Report Burlingame Caltrain Station

Location 290 California Drive, Burlingame It is located at the eastern end of the Burlingame Avenue commercial district. It is located approximately 1,600 feet east of El Camino Real.

Weekday Service During peak periods (AM Peak – 6 a.m. to 9 a.m., PM Peak – 4 p.m. to 7:00 p.m.), limited stop trains stop at the station every 25 to 35 minutes in both directions. During the midday period (9 a.m. – 4 p.m.), limited stop and local trains stop at the station every 30 minutes in both directions.

Weekend Service Local trains serve the station every 60 minutes in both directions.

Weekday Boardingsiv 588 (February 2006) The station is a destination station since the number of AM peak period boardings at the station is lower than the number of alightings during the AM peak period.

Vehicle Access The station is easily accessible by vehicles. The Caltrain parking lot is located on the west side of the station and has 58 spaces. Parking Occupancy Rate: 74% (July ’05 – Jan ‘06) v Caltrain parking lot ($2/day or $20/month as of October 2006)

Transit Access SamTrans Route 292 operates on California Drive and the closest bus stop is located in front of the station. The Burlingame Midday Shuttle serves the Burlingame and Broadway Caltrain stations. It operates in a circular route, connecting the stations, Burlingame Avenue and Broadway commercial districts and the neighborhood east of the Caltrain tracks. The service is provided between 11:30 AM and 9:40 PM on weekdays.

Bicycle Access The station provides bicycle lockers and racks. Access from the east side of the station is provided by streets crossing the tracks at grade at both platform ends (North Lane and South Lane). There are no bicycle lanes or paths that lead directly to the station.

November 2006 E-3 San Mateo County TOD Opportunity Study Appendix E Final Report Burlingame Caltrain Station

Pedestrian Access Access from the east side of the station is provided by grade crossings at both platform ends (North Lane and South Lane) and by one mid-platform connection.

Access for Persons with The station is not wheelchair accessible. Disabilities Access to Existing Activity Downtown Burlingame extends along Burlingame Avenue Centers between California Avenue and El Camino Real. Downtown Burlingame is easily accessible from the Caltrain station.

Visual Access The station is highly visible from Burlingame Avenue and California Drive. The historic depot building is aligned on the center axis of Burlingame Avenue and is visible from the El Camino Real/Burlingame Avenue intersection.

Access Mode Splitvi This is a “Walk and Ride” Station because the share of pedestrian and bicycle modes of access exceeds 50 percent. (AM Peak)

Mode of Access Mode of Egress

2% 2% 14% 14% Walk

Bicycle 6% 2% Drive Alone 2% Carpool 8% 15% Get dropped off/ Picked Up Transit

Other 70%

57% 8%

Planned Station Caltrain plans to reconfigure the platforms to meet current Improvements Caltrain operating standards.

Infrastructure Impacts at the The station could benefit from additional access Station improvements (bus loops, parking, etc.), however, the narrow site will limit these improvements.

ZONES B & C : STATION AREA

November 2006 E-4 San Mateo County TOD Opportunity Study Appendix E Final Report Burlingame Caltrain Station

Land Use Patterns Land use pattern within in Zones B and C was estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office. Within Zone B, the predominant land use is commercial, while within Zone C the predominant land use is residential.

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (¼ and ½-mile radii). Land use data is based on San Mateo County Assessor’s Office designations

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

November 2006 E-5 San Mateo County TOD Opportunity Study Appendix E Final Report Burlingame Caltrain Station

Urban Planning and Design There are downtown “main street style” businesses along Context Burlingame Avenue and California Drive to southwest of station, a mix of small commercial and residential buildings to east along Carolan Avenue and East Lane, multi-family housing and single family housing to west and east of corridor beyond commercial areas, and a major public park immediately north of the station (along Carolan Avenue). Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvii Recently Completed Projects Zone B (Within 3-5 years) • No information available Zone C • No information available Planned Developments Zone B • None Zone C • None

November 2006 E-6 San Mateo County TOD Opportunity Study Appendix E Final Report Burlingame Caltrain Station

Infrastructure Impacts The station parking lot has 58 parking spaces, and is currently Around the Station 74% occupied during the week. With intensification of land uses, parking demand at the station and within the station area may exceed parking supply.

MARKET ASSESSMENT

Market Potential by Land Use Typeviii Burlingame Avenue is a working “main street” retailing environment with the critical mass to draw from a relatively large trade area. The area’s retailer mix and role as a regional shopping destination presents an opportunity to create a strong regional identity for the station area. In addition, the walkable and attractive nature of Burlingame Avenue effectively extends the station area into the residential neighborhoods to the west. At the same time, it should be recognized that ridership is unlikely to receive a strong direct boost from the patrons of the Burlingame Avenue stores. As the city seeks to identify appropriate ways to intensify land uses in the area, meeting parking demand will become a more important issue. Facilitating development that reinforces connection of the Burlingame Avenue shopping district and the Caltrain station will be paramount. Market Potential: = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment Higher-density Residential Small household size, strong retail market Retail Opportunity to capitalize on established high-end destination retail Office Institutional/Civic

TOD Opportunity Sites The station area presents TOD opportunities for incremental increase in intensification of the existing land uses in the Burlingame Avenue commercial district

City Contact The City of Burlingame declined to participate in this study.

November 2006 E-7 San Mateo County TOD Opportunity Study Appendix E Final Report Burlingame Caltrain Station

i 2000 Census, Strategic Economics 2006. ii City of Burlingame Website (http://www.burlingame.org/Downtown_parking-permits.htm). iv Caltrain Annual Passenger Counts, February 2006. v Caltrain Parking Occupancy Survey, July 2005 – January 2006. vi Caltrain, Origin and Destination Survey, 2004. vii City of Burlingame Planning Department, Major Development Projects in Burlingame, December 2005. viii Strategic Economics, 2006.

November 2006 E-8 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

STATION AREA PROFILE: COLMA BART STATION Colma/Daly City/San Mateo County

This profile presents existing conditions information and an assessment of opportunities and constraints for the Colma BART station area in the Town of Colma and City of Daly City. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/BART, data provided by the County Public Works and Assessor’s Office, and information provided by the Town of Colma, City of Daly City and San Mateo County. Colma BART Station and La Terraza Opportunities identified include results from the Development preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Colma BART station area:

Opportunities • Ongoing efforts are underway to plan for future development at the SamTrans park-and-ride lot on the

west side of the station. • The station is an intermodal station, with a high level of service provided by BART and SamTrans. • The close proximity to freeways and major thoroughfares makes the location desirable for office/retail use.

Constraints • Access to the station is constrained by topography and poor signage.

• The immediate station area is not pedestrian-friendly and difficult to access from existing activity centers. • Town of Colma has a strong interests in preserving cemeteries and surrounding peaceful and tranquil environment. Intense developments may be incompatible due to aesthetics, noise and traffic generation with the cemetery environment.

November 2006 F- 1 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 6,020 Journey To Work Households 1,426 Median Age 36.5 Transit 26% Median Household Income $51,734 Owner Occupied / Renter Occupied 42% / 58% Family / Non-Family 91% / 9% Average Household Size 3.26 Walk / Vehicles Per Household 3.0 Drove Bike Alone 3% 71%

Governing Documents • Colma BART Specific Area Plan by Town of Colma, 1993 • Town of Colma General Plan, 1999 • Colma BART Specific Area Plan by Daly City, SamTrans and San Mateo County

Regulatory Framework The Colma BART Specific Area Plan supports a cluster of intensive and interdependent land uses around the station to encourage transit use, pedestrian-oriented retail use, and housing. In general, the specific area plan designates the west side of the station for office and retail uses and the east side for multi-family housing developments with ground-floor neighborhood retail uses.

Local Planning Effortsii The Town of Colma is starting to update its General Plan in the second half of 2006. It is currently updating the zoning code and working with Caltrans to develop Design Guidelines for streetscapes and landscapes. The City of Daly City is in the process of updating its General Plan and plans to complete it in the next couple years. It is currently evaluating parking requirements and zoning standards. A potential project near the Cow Palace may require preparation of a specific area plan. The scope of work will be determined within the next couple of years.

November 2006 F- 2 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

ZONE A: RAIL STATION

Information for Zone A includes the type of BART service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 365 D Street, Colma The station provides both east and west entrances. The west entrance is located one block west of El Camino Real, and the east entrance is located one block east of Junipero Serra Boulevard.

Weekday Service The Colma BART Station is served by direct services to and from Dublin/Pleasanton. BART trains stop at the station every 15 minutes all day. Weekend Service The Colma BART Station is served by direct services to and from Dublin/Pleasanton. BART trains stop at the station every 20 minutes all day on weekends.

Weekday Boardings iii 3,206 (4th Quarter 2005)

Vehicle Access Better wayfinding signage would improve safety and station access for vehicles and pedestrians. A BART parking garage is located along F Street between Junipero Serra Boulevard and El Camino Real, providing 2,173 spaces. In addition, a SamTrans’ surface Park & Ride Parking lot is located at the southeast corner of the Junipero Serra Boulevard/D Street intersection. BART Parking Garage Occupancy Rate: 43% iv BART parking lot ($1.00/day) The residential areas in the vicinity of the station have a residential permit parking program.

Transit Access SamTrans Routes 112, 120, 121, 122, 123, 130, 391 and CX serve the station. Bus stops located under the bridge are isolated from the station, and the area is perceived as unsafe.

November 2006 F- 3 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

Bicycle Access The station provides bicycle racks and lockers. There are no dedicated bicycle facilities directly serving the station. There are no bicycle lanes in the area south of F Street.

Pedestrian Access There are no designated pedestrian crossings on El Camino Real. The only crosswalk near the station is located on El Camino Real at D Street.

Access for Persons with ADA compliant ramps are located at Nevin Way and Albert Disabilities M Teglia Boulevard. Accessing the station from El Camino Real is difficult due to its lengths.

Access to Existing Activity Auto-oriented development is located along Junipero Serra Centers Boulevard on the west side of the station.

Visual Access Visual access is poor from both sides due steep grades on both sides of the station.

Access Mode Splitv The station is considered a Park and Ride Station since predominant mode of access to BART stations south of Daly City is vehicular. “Drive Alone”, “Carpool” and “Getting Dropped Off” account for approximately 70 percent of access to the station.

Mode of Access

2% 15% 18%

0.5% Walk Bicycle

Drive Alone

Carpool 19% Get dropped off/ Picked Up Transit

Other 4% 42%

Note: Mode split for all stations south of Daly City during the AM peak period. Individual station access data not available.

Planned Station None Improvements

Infrastructure Impacts to the No potential impacts to the station were identified. Station

November 2006 F- 4 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

ZONES B & C: STATION AREA

Land Use Patterns Land use patterns within in Zones B and C were estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office.

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

November 2006 F- 5 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Urban Planning and Design The surrounding area consists mainly of auto-oriented Context commercial developments and station parking to the west between the station and I-280 freeway. There are cemeteries to the south and southeast, residential areas to the east (east side of El Camino Real), and mixed residential and small-scale commercial to the north (including existing and planned TOD projects).

Land Ownershipvi The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

November 2006 F- 6 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvii Recently Completed Projects Zone B (Within 3-5 years) • La Terraza, located on El Camino Real, unincorporated part of San Mateo Count – 183 apartments (Completed in 2005) • El Camino Village, located on El Camino Real, unincorporated part of San Mateo Count – 30 affordable dwelling units and 1,500 sf of retail (Completed in 2001) Recently Completed Projects Zone C (Within 3-5 years) • San Pedro Commons – 74 affordable housing units, located on San Pedro east of the BART right-of-way (Completed in 2001) • Villa Hoffman at 300 Hoffman, Colma – 18 dwelling units (Completed in 2003) Planned Developments Zone B • Bocci Memorial Site , located on El Camino at Albert M Teglia Boulevard (24 dwelling units and 3,500 sf office or retail) Zone C • 7775 El Camino Real (15 town homes and ground floor retail or office)

November 2006 F- 7 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

Infrastructure Impacts None identified Around the Station

MARKET ASSESSMENT

Market Potential by Land Use Typeviii Market Potential: = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment

Higher-density Residential Isolated development sites Retail Excellent visibility and access Office Good access and educational or medical office Institutional/ Civic

TOD Opportunity Sites The key opportunity at the Colma BART station is the existing 7-acre SamTrans-owned Park and Ride to the west of the station. The site is not well-suited for residential development due to the isolated nature of the area which is bound by Interstate 280 to the west, the cemetery and public storage to the south, and the BART maintenance yards and station to the east. However, the site’s excellent visibility and access present an attractive opportunity for a retail and office development. In particular this site may be particularly well-suited for destination retail catering to young families and Asian- Americans, and/or educational facilities. The area also benefits from proximity to the Seton Medical Center and Kaiser medical offices, which continue to expand. This potential is limited, however, by proximity to Colma’s cemeteries, which health care providers prefer to avoid. Some moderate-density infill opportunities may exist to the east of the station, across El Camino Real. Improving pedestrian access across El Camino Real may also help to spur residential infill in the narrow lots along El Camino Real.

November 2006 F- 8 San Mateo County TOD Opportunity Study Appendix F Final Report Colma BART Station

City Contacts Andrea Ouse, Town of Colma Deputy Planner (650) 985-2590 [email protected]

Terry Sedik, City of Daly City Economic and Community Development Director (650) 991- 8157 [email protected]

i 2000 Census, Strategic Economics 2006. ii Town of Colma, Interview with Andrea Ouse, May 19, 2006,. Daly City, Telephone Interview with Terry Sedik, July 6, 2006. iii BART Quarterly Average Station Exits, 4th Quarter 2005. iv BART Parking and Access Occupancy Survey, Fall 2005. v BART, Email Communication with Val Joseph Menotti, June 14, 2006, BART Customer Satisfaction Survey, 2004. vi San Mateo County Assessor’s Office, July 2006. vii Town of Colma, Interview with Andrea Ouse, May 19, 2006., Daly City, Telephone Interview with Terry Sedik, July 6, 2006. viii Strategic Economics, 2006.

November 2006 F- 9 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

STATION AREA PROFILE:

DALY CITY BART STATION Daly City

This profile presents existing conditions information and an assessment of opportunities and constraints for the Daly City BART station area in the City of Daly City. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/BART, data provided by the County Public Works and Assessor’s Office, and information provided by the City of Daly City. Opportunities identified include results from the preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not Pacific Plaza Office Building addressed in this study. Constraints are based upon physical with Ground Floor Retail barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Daly City BART station area:

Opportunities • The market potential for office development is strong, while potential for retail and higher-residential development is moderate. • The third phase of Pacific Plaza will bring substantial new development to the station area. The addition of complimentary retail uses could increase its draw as a retail destination. • The station is an intermodal station, served by BART, SamTrans and MUNI, which already benefits from high ridership. Improved connections to existing activity centers within the station area should enable the station serve a more central role in the community.

November 2006 G-1 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Constraints • The station area is constrained by steep topography, physical barriers created by the I-280 and wide boulevards, and neighboring auto-oriented development with poor pedestrian connections to the station. Redesigning existing facilities would most likely be expensive undertakings. • The potential for future ridership growth depends on the establishment of an effective parking management program and improvements to station access by alternative modes.

GENERAL INFORMATION

½-Mile Station Area Demographic Characteristics i Population 11,639 Journey To Work Households 2,826 Median Age 34.7 Median Household Income $56,031 Transit 35% Owner Occupied / Renter Occupied 49% / 51% Family / Non-Family 87% / 13% Drove Average Household Size 3.28 Alone Walk / Vehicles Per Household 2.0 63% Bike Journey To Work 2%

Governing Documents City of Daly City General Plan – not received Station Area Plan – not received Focus Corridor Study – not received Urban Design Standards – not received City of Daly City General Plan Housing Element, 2004 Daly City Comprehensive Station Plan, 2006

Regulatory Framework TBD

November 2006 G-2 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Local Planning Effortsii • The city started updating its General Plan in July 2006, and the process is expected to take 2 to 3 years. • The city is evaluating parking requirements and zoning standards. • The Daly City Comprehensive Station Plan was completed in 2006 which serves as a guide for future station area development. • The city is studying the feasibility of adding a bicycle lane on John Daly Boulevard between the station area and Skyline Boulevard. • A potential project near the Cow Palace in San Francisco may trigger the preparation of a specific area plan. The scope of work is to be determined in the next 1 to 2 years.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 500 John Daly Boulevard, Daly City The station is located at the northeast corner of the John Daly Boulevard/Junipero Serra Boulevard intersection. The station is conveniently located with access to and from I-280 and US 1.

Weekday Service Until 7:00 p.m., the Daly City BART Station is served by direct services to and from Pittsburg/Bay Point, Richmond, Fremont and Dublin/Pleasanton. During AM and PM peak periods, up to 23 trains stops at the Daly City Station in both directions. After 7:00 p.m., the Daly City BART Station is served by direct services to and from Pittsburg/Bay Point and Dublin/Pleasanton.

November 2006 G-3 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Weekend Service On Saturdays, the Daly City BART Station is served by direct services to and from Pittsburg/Bay Point, Richmond, Fremont and Dublin/Pleasanton with 20-minute headways on all lines except early morning and late evening. On Sundays, BART provides direct services to and from Pittsburg/Bay Point and Dublin/Pleasanton with 20-minute headways on both lines.

Weekday Boardings iii 7,358 (4th Quarter 2005) The station is a destination station since the number of AM peak period boardings at the station is lower than the number of alightings during the AM peak period.

Vehicle Access The station provides a parking garage and surface parking lot, with a total of 2,100 parking spaces. The parking garage is located between the station and I-280. The station provides six surface parking lots, located at the north, west and south sides of the station. Although the Daly City provides over 2,000 parking spaces, parking is at capacity by 9:00 AM.iv Parking Occupancy Rate: 99% iv BART parking lot ($2/day)

Transit Access The Daly City BART station is an intermodal transit station, served by BART, SamTrans and MUNI buses and shuttles. The bus routes serving the station are: SamTrans Routes 110, 120, 121, 130, and 390 and MUNI Routes 28 and 54. San Francisco State University provides shuttle service to and from the Daly City BART station between 7:00 AM and 10:30 PM on weekdays. The transit center is depressed from the street level, and it does not provide attractive amenities.

Bicycle Access The station provides bicycle lockers and racks. The bicycle lockers and racks are underutilized due to the low percentage of patrons accessing the station by bicycle.v Mission Street and John Daly Boulevard are bicycle routes. There are no dedicated bicycle lanes or paths in the vicinity of the station.

November 2006 G-4 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Pedestrian Access The immediate vicinity of the station is an auto-oriented environment. Accessing the station, especially from the south and east sides, is unpleasant as there are multiple pedestrian crossing prohibition in the vicinity of the station. There are no crosswalks on John Daly and Junipero Serra Boulevards immediately south of the station, giving priority to vehicular traffic on these streets. A sidewalk on John Daly Boulevard is provided on the south side of the street although the station is located on the north side. There is a pedestrian underpass for crossing John Daly Boulevard for pedestrians accessing the station from the south. In addition, finding pedestrian crossing locations is not easy for a person unfamiliar with the settings. I-280 is physical and psychological barrier for walking to the station from residential areas west of I-280 corridor.

Access for Persons with As discussed in the pedestrian access section above, the station Disabilities area is auto-oriented environment as evidenced by pedestrian crossing prohibition at intersections, lack of sidewalks and narrow sidewalk width.

Access to Existing Activity Adjacent to the station is the Pacific Plaza commercial Centers development to the south, Ocean View Village to the north, and Westlake Shopping Center one mile to the west. Five blocks east of the station is the small-scale commercial district known as the “Top of the Hill” on Mission Street. Access to these activity centers is weak due to poor pedestrian linkages and the physical barrier created by the freeway and wide arterials/highways.

Visual Access The station is located on a sloped site. As the station is located on a lower terrace, it is not visible from the east side. In addition, the station has poor visibility from the west side due to Interstate 280. The station is highly visible from John Daly Boulevard.

November 2006 G-5 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Access Mode Splitvi It is a Park and Ride Station since the share of vehicular access modes (“Drive alone,” “Dropped off” and “Carpool”) exceeds (AM Peak) 50 percent.

Mode of Access

12% 18% 1% Walk

Bicycle

Drive Alone

13% Carpool

Get dropped off/ Picked Up Transit

Other 10% 46%

Planned Station SamTrans is planning to provide a predictive arrival Improvements information display at the bus terminal.

Infrastructure Impacts at the • Recommendations for meeting future ridership capacity Station include expansion of the platform, adding ticket vending machines, modifying fare gate locations, improving vertical circulation, and adding passenger drop-off and pick up facilities • The parking structure is at capacity. Additional parking management is needed to address station access issues. • Any additional peak hour bus service feeding the station bus transit center could require an expansion of the bus facility.vii • Transit connections between BART, SamTrans and MUNI could be improved by redesigning the facility.

ZONES B & C: STATION AREA

Information is provided on land use, ownership (public vs. private), urban planning and design context, and construction activities within the last five years. Most of the information provided applies to both Zones B and C except for land use, ownership and construction activities.

November 2006 G-6 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

November 2006 G-7 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Urban Planning and Design There are office/commercial and large multi-family Context developments on the south and west side of the station, including Pacific Plaza Office/Movie theatres/Retail complex, Ocean View Village and the Westlake apartments. A small-scale commercial district known as the “Top of the Hill” is located about five blocks east of the station. The east and south sides of the station contain mostly small businesses and single-family residential development. Single-family residential neighborhoods to the east (abutting station) and south along John Daly Boulevard.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into four categories: 1) City or County, 2) SamTrans/JPB, 3) BART, and 4) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Assessor’s Office, July 2006.

November 2006 G-8 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Construction Activitiesviii

Recently Completed Projects Zone B (Within 3-5 years) • No information available Zone C • No information available Planned Developments Zone B • Pacific Plaza III, Crowne Plaza Hotel, 1801 Junipero Serra Boulevard (150 hotel rooms, 60 condominium units, 10,000 sf meeting room, 11,300 sf restaurant, 4,160 sf retail) Zone C • Hillcrest Avenue Senior Housing, Hillcrest Avenue west of Mission Street (40 unit affordable senior housing) • Landmark Plaza, Mission Street/Hillside Boulevard (74,270 sf office, 27,000 sf retail, 95 dwelling units) • Pacific Plaza III, Mission Street/Hillside Boulevard (270,000 sf office)

MARKET ASSESSMENT

Market Potential by Land Use Typeix The Daly City station area is seeing substantial new development within the station area with the third phase of Pacific Plaza in place. Renovation of the Westlake Shopping Center may hold some potential to intensify this location as a retail center, though this intensification is unlikely to be driven by access to Daly City BART. Anecdotal evidence indicates that the comparatively higher-proportion of consumers use BART to access the multi-plex cinema at Pacific Plaza (customer’s mode of access is not tracked by the owner, Century Theaters). Though no retail will truly be transit-dependent, incorporating additional complimentary retailers into Pacific Plaza’s future phases may help to increase its presence as a retail destination on BART.

November 2006 G-9 San Mateo County TOD Opportunity Study Appendix G Final Report Daly City BART Station

Market Potential: = Strong, = Moderate, = Fair, = Limited Lower-density Residential Reinvestment Some potential for intensification on single- family lots Higher-density Residential Multi-family intensification opportunities surrounding Westlake Center Retail Continued Intensification of Westlake Center Office Leasing of Pacific Plaza suggest potential to expand Institutional/Civic

TOD Opportunity Sites Most property near the BART Station is on the edge of an existing neighborhood. Some opportunities may exist to incrementally intensify the lower-density neighborhood to the east of the station, though few, if any, of these lots could be considered an individual opportunity. Strategies such as encouraging intensification through the addition of in-law units, duplexes or detached studios will be more viable strategies.

Infrastructure Impacts • Improved signage systems are needed to direct motorists, Around the Station pedestrians and bicyclists to the station. • Improving pedestrian and bicycle circulation in the station area is critical to encourage the use of alternative modes.

City Contact Terry Sedik, City of Daly City Economic and Community Development Director (650) 991- 8157 [email protected]

i 2000 Census, Strategic Economics 2006. ii Daly City, Telephone Interview with Terry Sedik, July 6, 2006. iii BART Quarterly Average Station Exits, 4th Quarter 2005. iv BART Parking and Access Occupancy Summary, Fall 2005. v BART Comprehensive Station Plan Daly City, BART, May 2006. vi BART Comprehensive Station Plan Daly City, BART, May 2006. vii BART Comprehensive Station Plan Daly City, BART, May 2006. viii Daly City, Telephone Interview with Terry Sedik, July 6, 2006. ix Strategic Economics, 2006.

November 2006 G-10 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

STATION AREA PROFILE: HAYWARD PARK CALTRAIN STATION San Mateo

This profile presents existing conditions information and an assessment of opportunities and constraints for the Hayward Park Caltrain station area in the City of San Mateo. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the City of San Mateo.

Opportunities identified include results from the Hayward Park Station and K-Mart to preliminary market assessment, recommendations the east of the station based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Hayward Park Caltrain station area:

Opportunities • The City of San Mateo has designated the Hayward Park Station area as part of a TOD overlay zone. • The large K-Mart site immediately adjacent to the station is being considered for redevelopment. There are other large sites near the station that could be redeveloped to more intensive uses.

Constraints • Physical and visual access to the station is limited due to the surrounding street patterns and the station’s location beneath the SR 92 overpass. • Current Caltrain service is minimal in the peak period. Future increase in service maybe limited since the station is located approximately about a mile from two heavily used Caltrain stations, San Mateo and Hillsdale, both of which are Baby Bullet stops.

November 2006 H - 1 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 5,381 Journey To Work Households 1,499 Transit Walk / Median Age 37.6 11% Bike Median Household Income $62,169 3% Owner Occupied / Renter Occupied 50% / 50% Family / Non-Family 85% / 15% Average Household Size 2.47 Vehicles Per Household 2.3 Drove Alone 86% Governing Documents • City of San Mateo Building Height Map, 2005 • City of San Mateo Building Intensity Map, 2005 • City of San Mateo General Plan Land Use Map • San Mateo Rail Corridor Transit Orient Development Plan (Corridor Plan), 2005 • El Camino Real Master Plan, 2001

Regulatory Framework • The city allows residential uses of land in commercial zones and provides small incentives to promote growth. • The San Mateo Rail Corridor TOD plan established 35 to 55 foot height limits within the city-designated TOD overlay zone (not including existing residential areas). • The General Plan designates the east side of the station as a “transit-oriented development” zone. The height limit in this area varies between 40 and 55 feet. • The K-mart site immediately east of station is designated for future high-density office/residential. The Corporation yard site south of SR 92 is designated for future office/residential land use.

Local Planning Effortsii • The General Plan Circulation and Housing Elements have been updated. The updated circulation element addresses parking parameters and strategies. Other elements are being updated.

November 2006 H - 2 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 401 Concar Drive, San Mateo The station is located one block south of S. Delaware Street and one block north of Concar Drive.

Weekend Service Local trains serve the station every 60 minutes in both directions.

Weekday Boardings iii 244 (Feb ’06) The station is an origin and destination station as the number of boardings and alightings are relatively equal during the AM peak period.

Vehicle Access Vehicle access to the station is limited because of the limited connections to major thoroughfares. The parking lot is accessed from the east side of the station via Concar Drive. A Caltrain surface parking lot is located on the east side of the station, providing 213 spaces. Parking Occupancy Rate: 8% (July ’05 – Jan. ’06) iv Caltrain Parking $2/day or $20/month as of October 2006

Transit Access A SamTrans Route 292 bus stop is located on Delaware Street, approximately ¼ mile from the station. The closest bus stop for SamTrans Routes PX and 397 is located on El Camino Real at 20th Avenue, approximately ¼ mile from the station. The Norfork Employer Shuttle provides free transportation to business parks located east of South Delaware Street during

November 2006 H - 3 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

peak hours.

Bicycle Access The station provides bicycle lockers and racks. There are no bicycle routes directly serving the station.

Pedestrian Access Access from El Camino Real and Delaware Street is limited due to the lack of direct connections to major thoroughfares from the station. While there are sidewalks in the station area, long blocks and the lack of pedestrian-oriented uses may discourage pedestrian activity.

Access for Persons with The station is wheelchair accessible and there are sidewalks in Disabilities the station area. However, access is limited because there are few streets that connect the station to major thoroughfares.

Access to Existing Activity Commercial establishments are located along Concar Drive, Centers Delaware Street and El Camino Real in the station area. Access to El Camino Real is circuitous due to the geometrics of the State Route 92 freeway and El Camino Real on-ramps and off-ramps southwest of the station.

Visual Access The station is located behind a large commercial development (K-mart and is not visible from major thoroughfares, such as El Camino Real, Delaware Street, Concar Drive. The station is adjacent to and obscured by the State Route 92 overpass.

Access Mode Split Percentage of station access by pedestrians/bicyclists and (AM Peak) vehicular mode of access are balanced during the AM are balanced at the Hayward Park Station. Thus it is a Walk & Ride and Park & Ride Station.

Mode of Access Mode of Egress

9% 3% 11% 4% Walk 4% 36% Bicycle 3% Drive Alone 4% Carpool

Get dropped off/ Picked Up Transit

45% Other 75% 6%

November 2006 H - 4 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

Planned Station The City is considering the construction of two grade Improvements separated pedestrian crossings at the station.

Infrastructure Impacts The construction of a grade-separated pedestrian crossing would meet current safety objectives of Caltrain and the Public Utilities Commission.

ZONES B & C: STATION AREA

Land Use Patternsv

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

November 2006 H - 5 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Urban Planning and Design There are auto-oriented commercial developments along Context Delaware Street, Concar Drive and El Camino Real. Medium- sized industrial uses and a small residential neighborhood are located to the west of the station. The State Route 92 overpass is directly south of the station and has a major influence on the station environment.

Land Ownershipvi The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

November 2006 H - 6 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

Source: San Mateo County Assessor’s Office, July 2006. Note: The SamTrans/JPB owns parcels adjacent to the Hayward Park station; however, the exact parcels could not be located on the map.

Construction Activitiesvii Recently Completed Projects Zone B (Within 3-5 years) • None Zone C • None Planned Developments Zone B • K-Mart site – Redevelop a rear parking area as TOD project (Details of a plan to be determined) Zone C • A Lithography Plant Site (Pacific/Delaware) – 104 dwelling units with retail

MARKET ASSESSMENT

November 2006 H - 7 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

Market Potential by Land Use Typeviii The Hayward Park station presents an unusual opportunity to create a regional mixed-use district comprised of existing new residential development, large-format retailers, local convenience retailers, and offices. At the same time, fundamentals such as access and visibility from State Route 92, U.S. 101 and El Camino Real, a more unified ownership structure, and the limited potential to impact existing residential neighborhoods, support the potential for continued commercial development. Careful consideration should be taken in the addition of office space in the area. The ½-mile station area presently contains significant Class A and B office space (upwards of 1.5 million square feet) defined principally by the Bayshore Corporate Center and Crossroads Commercial Center which suffer from poor connectivity in the station area. However, tenant and broker interviews will help to determine the type of office users that might be attracted to this type of larger mixed-use environment. By unifying the subareas within the ½- mile station area, the opportunity exists to create an area with a stronger regional identity as a mixed-use center. Market Potential: = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment

Higher-density Residential Current Caltrain Park and Ride lot plus K- Retail Mart lot Office Co-location advantage with existing retailers Institutional/Civic

TOD Opportunity SitesVii Key opportunity sites, including the present Caltrain parking lot, may present the opportunity to introduce an integrated land use and access pattern that is supportive of a horizontal mix of both residential commercial uses. With such improvements, the area has potential to capture demand for housing near transit in the County. Other TOD opportunity sites include: • Concar Shopping Center – Potential redevelopment site; and • Ah Sam’s (nursery between 26th and El Camino Real).

Infrastructure Impacts Enhanced connectivity with the major thoroughfares may be required to fully support TOD.

November 2006 H - 8 San Mateo County TOD Opportunity Study Appendix H Final Report Hayward Park Caltrain Station

City Contact Stephan Scott, Principal Planner City of San Mateo Community Development Department (650) 522-7207 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of San Mateo, Interview with Stephen Scott, May 10, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain, July 2005 – January 2006. v City/County Association of Governments of San Mateo County, Design Community and Environment, 2006. vi San Mateo County Assessor’s Office, July 2006. vii City of San Mateo, Interview with Stephen Scott, May 10, 2006. viii Strategic Economics, 2006.

November 2006 H - 9 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

STATION AREA PROFILE: HILLSDALE CALTRAIN STATION San Mateo

This profile presents existing conditions information and an assessment of opportunities and constraints for the Hillsdale Caltrain station area in the City of San Mateo. The station area is defined as the area within ½- mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain/BART, data provided by the County Public Works and Assessor’s Office, and information provided by the City of San Mateo. Hillsdale Caltrain Station Area Opportunities identified include results from the preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Hayward Park Caltrain station area:

Opportunities • The City of San Mateo has designated the Hillsdale Station area as part of a TOD overlay zone. Phase II of the Bay Meadows development area will be a major catalyst for future development in the area. • Plans are in development for a possible new Hillsdale Station, which would improve station facilities and connections to neighboring commercial uses and Bay Meadows Phase II.

Constraints • Pedestrian connections are poor in the station area. There are limited pedestrian crossing opportunities on El Camino Real. The Hillsdale Shopping Center and other retail establishments to the west of the station are auto-oriented and have large parking facilities that are barriers to station access.

November 2006 I - 1 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 6,388 Journey To Work Households 1,790 Transit Walk / Median Age 37.1 9% Bike Median Household Income $56,698 5% Owner Occupied / Renter Occupied 38% / 62% Family / Non-Family 88.4% / 11.6% Average Household Size 2.44 Vehicles Per Household 2.5 Drove Alone

86%

Governing Documents • City of San Mateo Building Height Map, 2005 • City of San Mateo Building Intensity Map, 2005 • City of San Mateo General Plan Land Use Map • San Mateo Rail Corridor Transit Oriented Development Plan (Corridor Plan), 2005 • Bay Meadows Specific Plan Amendments, 2005. • El Camino Real Master Plan, 2001

Regulatory Framework • The city allows residential uses in commercial zones and provides small incentives to promote growth. • The General Plan designates the Bay Meadows and sliver of parcels between the Caltrain right-of-way and El Camino Real as transit-oriented development zone. • The parcels along El Camino Real in the vicinity of the station area has height limit ranging from 40 to 55 feet. The height restrictions at the Bay Meadows site range from 45 to 55 feet. • The Corridor Plan encourages mixed use development in the area adjacent to El Camino Real. It allows residential mixed use development up to a net density of 50 units per acre and employment mixed use development with a maximum FAR of 2.0 in the area adjacent to El Camino Real.

November 2006 I - 2 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

Local Planning Efforts ii • The City of San Mateo is updating the General Plan and plans to complete the update in late 2006. • The General Plan Circulation and Housing Elements have been updated. The updated circulation element addresses parking parameters and strategies.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 3333 S El Camino Real, San Mateo The station is located at the northeast corner of the El Camino Real/Hillsdale Boulevard intersection.

Weekday Service During peak periods (AM Peak – 6 a.m. to 9 a.m., PM Peak – 4 p.m. to 7:00 p.m.), Baby Bullet trains serve the station every 60 minutes in both directions. Limited stop trains serve the station every 20 to 40 minutes. During the midday period (9 a.m. – 4 p.m.), limited stop and local trains stop at the station every 30 minutes in each direction.

Weekend Service Local trains serve the station every 60 minutes in each direction.

Weekday Boardings iii 1,815 (February 2006) The station is a destination station since the number of AM peak period boardings at the station is lower than the number of alightings during the AM peak period.

Vehicle Access Currently, the station is accessed from El Camino Real, and there is no access from the east side of the station. With the

station relocation project, the station will be accessed from both sides. The transit node along El Camino Real (between Hillsdale Shopping Center and Caltrain Station) needs to be reconfigured to improve both pedestrian access and vehicular traffic flow.

November 2006 I - 3 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

Vehicle Access A total of 364 surface parking spaces are provided on the west (Continued) side of the station. The main parking lot is accessed from El Camino Real, and a temporary parking lot is accessed from 31st Avenue. The parking demand is expected to increase with the proposed and planned projects in the vicinity of the station area and potential service frequency increase in the future. The proposed station relocation project will add 500 additional spaces according to the Corridor Plan. Number of Parking Spaces: 364 Parking Occupancy Rate: 91%iv Caltrain Parking $2/day or $20/month as of October 2006

Transit Access Currently, the closest transit stop is located on El Camino Real at Hillsdale Boulevard, served by SamTrans Routes PX, 390 and 391. With the station relocation project, transit stops are proposed to be provided on both sides of the stationv. Details of future transit service are not known at this time. The transit center is located at the Hillsdale Shopping Center, approximately ¼ mile from the station. The bus routes serving the transit center is SamTrans Routes PX, 250, 251, 262, 390, 391, 292, 294, 295 and 397. Four employer shuttles provide service to and from the Hillsdale Station. The Campus Drive, Lincoln Center, Mariners Island/PCA, and Oracle Employer shuttles provide free transportation to major employers during peak commute periods. Foster City Connection shuttle operates free shuttle service between most areas within Foster City and the Hillsdale Caltrain Station on weekdays from 9:30 a.m. to 3:30 p.m.

Bicycle Access The station provides bicycle lockers and racks. The proposed station relocation project may include a bicycle station where bicycle maintenance service will be provided as well as attended bicycle parking.

Pedestrian Access Accessibility from the east side of the station is limited. The planned improvements include more direct access to the station via the Delaware Street extension. This planned improvement will provide for safer passenger drop off points and put passengers closer to the station.

November 2006 I - 4 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

Access for Persons with The station is wheelchair accessible, but the quality of access is Disabilities poor. The proposed station relocation and improved pedestrian access planned for the station will improve ADA accessibility.

Access to Existing Activity Hillsdale Shopping Center and other auto-oriented businesses Centers are located along El Camino Real. Although Hillsdale Shopping Center is not far from the station, El Camino Real and the shopping center’s parking facilities are barriers to pedestrians and bicycle accessibility. Currently, there is no direct connection that provides access to the Bay Meadows Phase I development.

Visual Access The station is visible from El Camino Real, but has poor visual access from the east side of the Caltrain tracks. However, new development on the Bay Meadows racetrack site would bring good visual access to the east side of the station.

Access Mode Splitvi This is a Park and Ride Station since the vehicular access mode share (“Driving alone” “Dropped off” and “Carpool”) exceeds (AM Peak) 50 percent.

Mode of Access Mode of Egress

2% 6% 2% 22% 11% Walk 30%

Bicycle 2% 3% Drive Alone

Carpool 49% Get dropped off/ Picked Up Transit

Other 9%

4% 4% 2% 54%

November 2006 I - 5 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

Planned Station Plans are being developed for a possible new Hillsdale station Improvements at a site between 31stand 28th Avenues. The station project would include access improvements, roadway extensions, parking expansion, and landscaping. Access improvements include additional wayfinding signage, information kiosks, and street furniture. Delaware Street, Franklin Parkway and 28th Avenue are proposed to be extended with the station relocation and Bay Meadows Phase II development. Delaware Street is proposed to be extended southward and connect with Pacific Boulevard. Franklin Parkway would be extended westward and connect with 31st Avenue at El Camino Real. Twenty-eighth Avenue is proposed to be extended eastward to Saratoga Drive (Corridor Plan).

Infrastructure Impacts At the • The new proposed station will need to be designed so that Station it can accommodate additional Caltrain riders that will be generated by Bay Meadows Phase II. Improved access from the east will be needed since the majority of new developments will occur to the east side of the station. • With increasing ridership, station access will need to be addressed with a combination of parking management programs, additional vehicular and bicycle parking spaces, and additional bus/shuttle loading areas.

ZONES B & C: STATION AREA

Land Use Patternsvii The following map shows the station location, land use, and walk distances around the station (¼- and ½-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

November 2006 I - 6 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

Source: San Mateo County Pubic Works Department and Assessor’s Office, 2006

Urban Planning and Design The station area includes the Hillsdale Shopping Center (an Context enclosed regional mall with satellite “box” retail buildings) along the west side of El Camino Real, stand-alone box retail establishments with on-site parking spaces along east side of El Camino, multi-family housing west of Hillsdale Shopping Center, and the Bay Meadows race track to east.(. El Camino Real is a controlled access arterial in station area featuring surface frontage roads and through traffic lanes descending to an underpass of East Hillsdale Boulevard.

Land Ownershipviii

The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

November 2006 I - 7 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

Source: San Mateo County Assessor’s Office, July 2006.

Construction Activitiesix Recently Completed Projects Zone B (Within 3-5 years) • None Zone C • Park Place development (Bay Meadows Phase I) – 200,000 sf of office, 41,000 sf of grocery store, 19 residential units and 1 acre park • Gateway Residential development (Bay Meadows Phase I) – Approximately 200 residential units. Planned Developments Zone B • 2901/2905 South El Camino Real – 64 apartment units and ground floor retail space. • Bay Meadows Phase II The project consists of the redevelopment of the 83.5-acre main track area of Bay Meadows. The land use program for the site includes 1.25 million square feet of office use, 1,250 multi-family residential units, 150,000 square feet of retail, and 15 acres of public parks and open space. This project will be located within both Zones B and C. Zone C • Bay Meadows Phase II

November 2006 I - 8 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

Infrastructure Impacts Improved connections between the station and the Hillsdale Around the Station Shopping Center are needed. This could take the form of a pedestrian overpass over El Camino Real, depending on the potential and phasing of future development in the shopping center area. Adequate bicycle and pedestrian facilities in the area would improve connections and help to alleviate demand for parking which will continue to grow with increased ridership and development activities.

MARKET ASSESSMENT

Market Potential by Land Use Typex Market Potential: = Strong = Moderate, = Fair, = Limited Lower-density Residential Reinvestment

Higher-density Residential Success of the Bay Meadow Phase I project indicates that additional housing products will sell well here, residential development will integrate well with recent mixed-use development Retail Office Institutional/ Civic

TOD Opportunity Sites The key component of the Hillsdale station area is the redevelopment of the 83.5-acre main track area of Bay

Meadows. The land use program for site includes 1.25 million square feet of office use, 1,250 multi-family residential units, 150,000 square feet of retail, and 15 acres of public parks and open space. The Bay Meadows plan will complete the existing office, retail and residential mix to northeast of the station area. The opportunity sites are: • A parcel north of the Border’s Bookstore ;

• Ah Sam’s (nursery), located at El Camino Real/26th Street; and

November 2006 I - 9 San Mateo County TOD Opportunity Study Appendix I Final Report Hillsdale Caltrain Station

TOD Opportunity Sites • Vacant cinema (south of the Border’s Bookstore) and TGI (Continued) Friday’s site – this site is also a potential station entry from El Camino Real and a possible location of an improved pedestrian connection to Hillsdale Shopping Center (see below).

City Contact Stephan Scott, Principal Planner City of San Mateo Community Development Department (650) 522-7207 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of San Mateo, Interview with Stephen Scott, May 10, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain, July 2005 – January 2006. v San Mateo Rail Corridor Transit Oriented Development Plan, 2005. vi Caltrain Origin and Destination Survey, 2004. vii City/County Association of Governments of San Mateo County, Design Community and Environment, 2006. viii San Mateo County Assessor’s Office, July 2006. ix City of San Mateo, Interview with Stephen Scott, May 10, 2006. x Strategic Economics, 2006.

November 2006 I - 10 San Mateo County TOD Opportunity Study Appendix J Final Report Menlo Park Caltrain Station

STATION AREA PROFILE: MENLO PARK CALTRAIN STATION Menlo Park

This profile presents existing conditions information and an assessment of opportunities and constraints for the Menlo Park Caltrain station area in the City of Menlo Park. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the City of Menlo Park.

Opportunities identified include results from the Menlo Park Caltrain Station preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Menlo Park Caltrain station area:

Opportunities • The existing regulatory framework is supportive of TOD. A majority of the station area is designated for multi-family residential or commercial uses. • The station benefits from good visibility and access. Downtown Menlo Park and other activity centers are located within the station area.

Constraints • The station area is relatively built-out. Opportunities for redevelopment will be limited to intensifying existing land uses.

November 2006 J-1 San Mateo County TOD Opportunity Study Appendix J Final Report Menlo Park Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics– City of Menlo Parki Population 4452 Journey to Work Households 1174 Transit Walk / Median Age 42.5 4% Bike 11% Median Household Income $69,823 Owner Occupied / Renter Occupied 23% / 77% Family / Non-Family 70% / 30% Average Household Size 1.89 Vehicles Per Household 2.8 Drove Alone 85%

Governing Documents • Menlo Park General Plan, December, 1994 • The El Camino Real/SPRR Corridor Study • Menlo Park Center City Guidelines, 1998

Regulatory Framework • El Camino Real in the station area is envisioned to be a viable, active mixed-use district, combining commercial and office uses with housing on upper floors (Center City Guidelines) • Center City Guidelines provide a framework for the design of street frontages, building façades, landscape areas, and parking lots. • The City of Menlo Park zoning designates a large part of Zones B and C as commercial and multi-family residential (up to 9 units per acre).

Local Planning Efforts ii • Downtown Menlo Park Parking Study to be completed by the end of 2006. • The City is evaluating the viability of a grade separation for Oak Grove Avenue at the north end of the Menlo Park Station.

The station area is comprised of three zones: Zones A through C.

Zone A is the station itself. Zone B is the area within ¼-mile of the station and Zone C is the area between the ¼-mile radius and ½-mile radius.

November 2006 J-2 San Mateo County TOD Opportunity Study Appendix J Final Report Menlo Park Caltrain Station

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 1120 Merrill Street, Menlo Park The station is located one block east of El Camino Real and downtown Menlo Park.

Weekday Service During peak periods (AM Peak – 6 a.m. to 9 a.m., PM Peak – 4 p.m. to 7:00 p.m.), two limited stop trains serve the station every hour in each direction. During the midday period (9 a.m. – 4 p.m.), limited stop and local trains stop at the station every 30 minutes in each direction. Weekend Service Local trains serve the station every 60 minutes in each direction. Weekday Boardings iii 1,171 (Feb ’06) The station is a destination and origin station since the number of boardings and alightings at the station are about equal during the AM peak period.

Vehicle Access A Caltrain surface parking lot is located immediately west of the station, and has 149 spaces. Currently available parking is not being used to capacity, but this could shift if demand increases in the future (based on development plans). Parking Occupancy Rate: 44%iv Caltrain Parking $2/day or $20/month as of October 2006

Transit Access Bus and shuttle stops are located on the west side of the station. There is not enough space to accommodate all buses and shuttles during the peak hours. It is an intermodal transit station, served by Caltrain, SamTrans and VTA. Bus routes serving the station area are SamTrans Bus Routes 295, 296, 390, KX and RX and VTA Route 22. Marsh Road Employer Shuttle, Menlo Park Midday Shuttle, Willow Express Employer Shuttle, Willow Road Employer Shuttle

November 2006 J-3 San Mateo County TOD Opportunity Study Appendix J Final Report Menlo Park Caltrain Station

Bicycle Access The station provides a shared access bicycle shelter and bicycle racks. Although there are bicycle routes on Santa Cruz and Valparaiso Avenues, there are no bicycle lanes or routes directly serving the station. Alma Street heading southeast towards Palo Alto away from the station is a dead-end street for vehicles, but connects to a bicycle bridge crossing San Francisquito Creek to Palo Alto.

Pedestrian Access The immediate vicinity of the station and downtown area are pedestrian-friendly, with the street network generally based on a grid system. City blocks are larger and irregular outside of the downtown area, and less pedestrian-friendly.

Access for Persons with The station is wheelchair accessible. Disabilities

Access to Existing Activity The station is located within walking distance to existing Centers commercial uses along El Camino Real and the downtown Menlo Park commercial district. There are large employment centers within the station area that are accessed by shuttle.

Visual Access Although the station is only one block away from El Camino Real, it is not visible from El Camino Real. It has limited visual access via Santa Cruz Street.

Access Mode Splitv The station is considered as both a “Walk and Ride” and “Park (AM Peak) and Ride” Station because the access mode split is about equal between vehicular and alternative modes.

Mode of Access Mode of Egress

5% 1% 1% 19%

16% Walk 33% Bicycle

Drive Alone 4%

5% Carpool 1%

Get dropped 1% off/ Picked Up 6% Transit 68% Other

27% 13%

Planned Station None Improvements

November 2006 J-4 San Mateo County TOD Opportunity Study Appendix J Final Report Menlo Park Caltrain Station

The-existing at-grade cross-platform pedestrian crossing Infrastructure Impacts At the would need to be replaced by grade-separated crossing to meet Station current safety objectives of Caltrain and the PUC

ZONES B & C: STATION AREA

Land Use Patterns

Land use patterns within Zones B and C were estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office. The predominant land use in Zone B is commercial, and the predominant land uses in Zone C are residential and commercial.

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

November 2006 J-5 San Mateo County TOD Opportunity Study Appendix J Final Report Menlo Park Caltrain Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Urban Planning and Design There are two-to three-story commercial buildings on blocks Context immediately west of the station and mainly one-to two-story commercial buildings along El Camino Real. These commercial buildings do not have any set backs. There is a single-family residential neighborhood to the east of the station, and a large office park. The immediate station area is tree-shaded, has a traditional urban village environment, a well-kept public realm, and is pedestrian-friendly.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

November 2006 J-6 San Mateo County TOD Opportunity Study Appendix J Final Report Menlo Park Caltrain Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvi Recently Completed Projects Zone B (Within 3-5 years) • None Zone C • None Planned Developments Zone B • None Zone C • Derry Lane Project at 1300 El Camino Real – 134 residential units, 40,730 sf of office and 37,335 sf of retail (expected to be approved in Summer 2006)

Infrastructure Impacts Around the None identified. Station

MARKET ASSESSMENT

November 2006 J-7 San Mateo County TOD Opportunity Study Appendix J Final Report Menlo Park Caltrain Station

Market Potential by Land Use Typevii Over the last 15 years the Menlo Park station area has seen upgrades to the intensity of development immediately around the station while preserving the historic building stock where appropriate. Menlo Center, completed in 1989, served as a catalyst for improvements in the area and demonstrates that smaller increments of Class A office space may work at some stations in the Corridor. Historically, vacancy rates at Menlo Center have remained low, suggesting the potential to add more of this type of space in the area. Some opportunity may also exist to intensify local-serving retail in the station area, with careful concern for synergistic opportunities to connect residential uses, potentially in lots between the Caltrain right-of-way and El Camino Real, could also help to intensify the mixed-use character of this area. = Strong, = Moderate, = Fair, = Limited Lower-density Residential Reinvestment Higher-density Residential Scattered infill opportunities Retail Office Success of Menlo Center indicates potential for similar space Institutional/Civic Nearby civic uses may be expanded

TOD Opportunity Sites • Incremental growth of office space in the station area • The area between the Caltrain right-of-way and El Camino Real could also help to intensify the mixed-use character of this area.

City Contact Linda Heineck, City of Menlo Park Community Development Director (650)330-6702

i 2000 Census, Strategic Economics 2006. ii City of Menlo Park, Telephone Interview with David Boesch, June 14, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain Parking Occupancy Survey, July 2005 – January 2006. v Caltrain Origin and Destination Survey, 2004. vi City of Menlo Park, Telephone Interview with David Boesch, June 14, 2006. vii Strategic Economics, 2006.

November 2006 J-8 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

STATION AREA PROFILE: MILLBRAE BART/CALTRAIN STATION Millbrae

This profile presents existing conditions information and an assessment of opportunities and constraints for the Millbrae BART Caltrain station area in the City of Millbrae. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain/BART, data provided by the County Public Works and Assessor’s Office, and information provided by the City of Millbrae. The Millbrae Caltrain/BART Opportunities identified include results from the Intermodal Station preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Millbrae BART/Caltrain station area:

Opportunities • Millbrae Station Area Specific Plan (MSASP) provides a framework for TOD developments. • SamTrans/JPB/BART own several sites south of the station (where the former Caltrain station resides). JPB is considering development opportunities at the park-n-ride lot located adjacent to (north of) the Millbrae Avenue overpass. • The BART parking lot is underutilized and could be a site for future development.

Constraints • There are height restrictions in the station area due to the proximity to the SFO flight path. • Pedestrian/bicycle access to the station is challenging due to the station’s location next to the Millbrae Ave. overpass, large areas of surface parking that surround the west side of the station, and the width of and heavy traffic volumes carried by

El Camino Real. • The location of the bus transit center south of the BART parking garage limits the acreage available for development of Site 5.

November 2006 K-1 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

Constraints (continued) • The PG& E lines crossing Site 6 limit the height of any structure constructed under these facilities to one story.

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 3,980 Journey To Work Transit Households 1,116 14% Median Age 27.3 Median Household Income $39,878 Walk / Owner Occupied / Renter Occupied 56% / 44% Bike 11% Family / Non-Family 87% / 13% Average Household Size 2.35 Drove Vehicles Per Household 3.0 Alone 75%

Governing Documents • Millbrae Station Area Specific Area Plan, 1998 • City of Millbrae General Plan, 1998

Regulatory Framework • The General Plan’s Land Use Policy 4 calls for attractive, auto-oriented commercial districts along El Camino Real. • The station area is designated as a TOD zone. • The Millbrae Station Area Specific Area Plan encourages mixed use projects in commercial areas that include the El Camino Real corridor. • The commercial area along El Camino Real is designated as a redevelopment project area, including the entire MSASP. • The City collets a development impact fee to complete $40 million in proposed station area infrastructure improvement.

Local Planning Effortsii The City is working with Caltrans to install pedestrian signals and crossing at the El Camino Real/Victoria Avenue intersection.

November 2006 K-2 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 200 North Rollins Road, Millbrae The station is located one block west of El Camino Real and one block north of Millbrae Avenue.

Weekday Service The Millbrae BART Station is served by direct services to and from Dublin/Pleasanton. BART trains stop at the station every 15 minutes all day. During peak periods (AM Peak – 6 a.m. to 9 a.m., PM Peak – 4 p.m. to 7:00 p.m.), two Baby Bullet trains serve the Millbrae Caltrain Station every hour in each direction. Combined with Limited Stop service, trains stop at the station approximately every 15 to 20 minutes in each direction. During the midday period (9 a.m. – 4 p.m.), limited stop and local trains stop at the station every 30 minutes in each direction.

Weekend Service The Millbrae BART Station is served by direct services to and from Dublin/Pleasanton. BART trains stop at the station every 20 minutes all day on weekends. Local trains serve the Millbrae Caltrain Station every 60 minutes in each direction.

Weekday Boardings iii BART - 3,281 (4th Quarter 2005) Caltrain – 1,816 (February 2006) The station is an origin station since the number of boardings is greater than alightings during the AM peak period.

Vehicle Access Pick-up and drop off zones are provided on both the east and west sides of the station.

A parking garage and surface parking lot for BART patrons

are located between the BART/Caltrain rail tracks and US 101. A total of 3,002 parking spaces are provided. The BART parking spaces are accessed via North Rollins Road. iv BART Parking Occupancy Rate: 60% BART Parking Fee: Free

November 2006 K-3 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

Vehicle Access (Continued) A Caltrain parking lot is located west of the Caltrain right-of- way, accessed via California Avenue. A total of 120 spaces are provided. Caltrain Parking Occupancy Rate - 99%.v Caltrain Parking Fee: $2/day or $20/month as of October 2006

Transit Access The Millbrae station is an intermodal station, served by BART, Caltrain, SamTrans buses, and shuttles. It is the only station in the region that is served by both BART and Caltrain. SamTrans Routes 342, 390, 391, 397 and REX serve the station. A Transit Center is divided between a 10-bay bus loop on the east side and 2-bay curbside on the west side. Wide separation of bus facilities results in potential bus-to-bus transfer inconvenience. There are a total of four shuttle routes serving the station. Burlingame/Bayside Area and North Foster City Employer Shuttles operate during peak commute periods, providing free transportation service to and from employment centers. North Burlingame shuttles provide transportation to residents and employees in North Burlingame during peak commute periods. Millbrae/Broadway shuttles provide shuttle service between the Millbrae and Broadway stations during peak commute periods on weekdays.

Bicycle Access The station provides bicycle lockers and racks. The Millbrae Avenue overpass and El Camino Real create a barrier bicycle access to the station.

Pedestrian Access Pedestrians must cross El Camino Real to access the station from residential areas located west of El Camino Real. Pedestrian crossings are located at signalized intersections on El Camino Real in the vicinity of the station. El Camino Real is wide and carries high volumes of vehicular traffic resulting in long wait times. El Camino Real is perceived as a barrier for east-west pedestrian flow.

Access for Persons with Although technically accessible, crossing El Camino Real is a Disabilities barrier for persons with limited mobility because there is only one crossing point in the station area at the (Millbrae Avenue intersection), the width of the street, and the steep grade between El Camino and the west station entrance on California Drive.

November 2006 K-4 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

Access to Existing Activity Commercial establishments are located along both sides of El Center Camino Real and along Broadway west of El Camino (downtown area), and located within reasonable walking distance. However, the only controlled pedestrian crossings in the immediate station area are at the El Camino Real/Millbrae Avenue and El Camino Real/Hillcrest Boulevard intersections.

Visual Access Millbrae Station has a distinctive architecture style resembling the San Francisco International Airport. It is visible from Millbrae Avenue, El Camino Real, and the U.S. 101.

Access Mode Split Access mode split information is provided for BART and Caltrain passengers. No detailed information is available on (AM Peak) direct transfers between BART and Caltrain.

BART vi

The Millbrae BART Station is a “Park and Ride” Station since access by vehicular modes (“Drive Alone”, “Dropped off”, and “Carpool”) exceeds 50 percent.

Mode of Access

2% 15% 18%

0.5% Walk Bicycle

Drive Alone

Carpool 19% Get dropped off/ Picked Up Transit

Other 4% 42%

Caltrainvii The Millbrae Caltrain Station is a “Park and Ride” and “Transfer” Station since access by vehicular modes (“Drive Alone”, “Dropped off”, and “Carpool”) is approximately 48 percent, followed by Transit access at 32 percent.

November 2006 K-5 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

Mode of Access Mode of Egress

1% 3% 16% 26% Walk 3% 32% Bicycle

Drive Alone

Carpool

Get dropped 4% off/ Picked Up Transit 4% 59% Other 1% 35% 9% 3% 4%

Planned Station None Improvements

Infrastructure Impacts at the As the station area west of the Caltrain right-of-way becomes Station redeveloped as TOD, demand for improved station access via El Camino Real is likely to increase. The station is designed to connect with a future pedestrian corridor linking El Camino Real with the station mezzanine level above the BART and Caltrain trackways.

ZONES B & C: STATION AREA

Land Use Patterns

November 2006 K-6 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). The land uses at the station have not been updated since the station was constructed (shown as vacant land). Land use data is based on the Sam Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

November 2006 K-7 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

Urban Planning and Design Auto-oriented commercial developments with on-site parking Context lots on the west side of the station (mainly along El Camino Real and California Drive), traditional “main street” commercial uses along Broadway (one block west of El Camino), industrial and freeway-oriented commercial uses along Millbrae Avenue to SE of the station, small single-family residential neighborhood to NE of the station.

Land Ownershipviii

The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into four categories: 1) City or County, 2) SamTrans/JPB, 3) BART, and 4) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesxv

Recently Completed Projects Zone B (Within 3-5 years) • None Zone C • None

November 2006 K-8 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

Planned Developments Zone B • 88 South Broadway/23 South El Camino Real (105 condominiums and 8,000 sf retail) – Sale will begin in December 2006 • Belamor (143 units and 22,000 sf retail) – To be completed in Spring 2008 • Fancher Partners (El Camino between La Cruz Avenue and Millbrae Avenue) Hotel - 150 Rooms, 650 sq ft/room ; Office Space (40,000 sq ft); 235 Residential Units, 1000 sq ft/unit; Retail Space 70,000 sq ft; Cinema, 7 screens; 1200 Parking Spaces Zone C • Silverstone (116 units) located at 1355 El Camino Real – To be completed in 2008

Infrastructure Impacts Currently, the pedestrian volume crossing El Camino Real is Around the Station relatively low. Future TOD-generated activity may create need for improved access, including a pedestrian overpass.

MARKET ASSESSMENT

Market Potential by Land Use Typexvi Development following the Millbrae BART Area Specific Plan will test the Millbrae station as a combined office, retail, hotel and residential station. Opportunities to the east of the station are limited significantly by the flight path of planes landing at the San Francisco International Airport. The Joint Powers Board owned lots to the South of the station may present some opportunity for development of additional office uses. In addition, “Parcels 5 and 6” to the south of the station , as identified in the Millbrae BART Specific Plan, are well-suited for office, though interest in developing this site for commercial uses has been thwarted by high land costs. The parcels are less suitable for residential uses due to their physically isolated position amidst the dense infrastructure in this area as well as the noise and fumes generated by automobiles, trains, and aircraft in extremely close proximity. Currently there are as many as 365 units in the pipeline or under construction in the station area, equivalent to more as much as 5 percent of the City’s housing stock. Most of this development is taking place along El Camino Real or in the neighborhood to the west of El Camino Real.

November 2006 K-9 San Mateo County TOD Opportunity Study Appendix K Final Report Millbrae BART/Caltrain Station

Market Potential: = Strong, = Moderate, = Fair, = Limited Lower-density Residential Reinvestment Higher-density Residential Hotel or extended stay Retail Single-story stand alone retail at highway 101 Office Connection to SFO employment center, single-story flex space near highway 101 Institutional/Civic

TOD Opportunity Sites • “Parcels 5 and 6” identified in the Millbrae Station Area Specific Plan are suitable for office and hotel. The parcels are located south and east of the station. • The Joint Powers Board owned lot located south of the station, which may present some opportunity for development of additional office uses.

City Contact Ralph Petty, City of Millbrae Community Development Director (650) 259-2341 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of Millbrae, Interview with Ralph Petty, May 16, 2006. iii BART Quarterly Average Station Exits, 4th Quarter 2005, Caltrain Annual Passenger Counts, February 2006. iv BART Parking and Access Occupancy Summary, Fall 2005. v Caltrain Parking Occupancy Survey, July 2005 – January 2006. vi BART, Email Communication with Val Joseph Menotti, June 14, 2006, BART Customer Satisfaction Survey, 2004. vii Caltrain, Passenger Origin and Destination Survey, 2004. viii San Mateo County Assessor’s Office, July 2006. xv City of Millbrae, Interview with Ralph Petty, May 16, 2006. City of Millbrae, Development Phasing Summary – Near Term Projects/Millbrae Station Area Specific Plan (1), Exhibit 1, Prepared by Millbrae Community Development Department – Ralph Petty – Updated March 24, 2006 , City of Millbrae Millbrae Station Area Specific Plan, November 1998. xvi Strategic Economics, 2006.

November 2006 K-10 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

STATION AREA PROFILE: REDWOOD CITY CALTRAIN STATION Redwood City

This profile presents existing conditions information and an assessment of opportunities and constraints for the Redwood City Caltrain station area in the City of Redwood City. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the City of Redwood City. Opportunities identified include results from the Sequoia Station Shopping Center and preliminary market assessment, recommendations based West Entrance Redwood City Caltrain on station access and connectivity to existing or planned Station activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the Redwood City Caltrain station area:

Opportunities • Redwood City’s policies support TOD in the station area and ongoing planning efforts address improvements to the existing physical connections. • Although the area is relatively built-out, there is moderate market potential for retail and higher density residential development.

Constraints • There is poor visibility to the station from El Camino Real and areas west of the station. • Access from the east side is limited because of the irregular and large street blocks. • The need to replace parking displaced by development and the need to replace the bus transit center impedes development of the JPB-owned property.

November 2006 L-1 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 6,755 Journey to Work

Households 1,444 Transit Median Age 32.8 12% Median Household Income $50,261 Walk / Owner Occupied / Renter Occupied 14% / 86% Bike Family / Non-Family 82% / 18% 11% Average Household Size 2.83 Vehicles Per Household 2.3 Drove Alone 77% Governing Documents • City of Redwood City Downtown Area Plan (Draft), October 2001 • City of Redwood City General Plan Land Use Map, October 2002 • City of Redwood City Zoning Map, October 2002

Regulatory Framework • The General Plan has designated the downtown area for mixed-use, heavy commercial, and high-density residential developments (20 to 40 dwelling units per acre). • The Downtown Area Plan encourages area-wide parking requirements, shared parking, and discourages surface parking lots along street frontages. • The area along El Camino Real is designated as a redevelopment area.

Local Planning Effortsii • The city is evaluating a new parking requirement in the downtown area, which would set minimum and maximum parking spaces for residential, hotel and commercial uses. • The city has released the Downtown Precise Plan/Program EIR and Downtown Management Plan. • The city is promoting additional for-sale, market-rate housing in the core downtown area. • A wayfinding project will assist pedestrians and drivers to key destinations in the downtown area. • The city is implementing various pedestrian linkage improvements in downtown, including the Post Office Paseo, Main Library Open Space, Middlefield Road Improvements projects.

November 2006 L-2 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 1 James Avenue, Redwood City The station is located one block east of El Camino Real, behind the Sequoia Station shopping center.

Weekday Service During peak periods (AM Peak – 6 a.m. to 9 a.m., PM Peak – 4 p.m. to 7:00 p.m.), Baby Bullet trains with 60 minutes headways and two limited stop service trains serve the station every hour in each direction. During the midday period (9 a.m. – 4 p.m.), limited stop and local trains stop at the station every 30 minutes in each direction. Weekend Service Local trains serve the station every 60 minutes in each direction.

Weekday Boardings iii 1,870 (February 2006) The station is an origin and destination station since the number of boardings and alightings are about equal during the AM peak period.

Vehicle Access The station has an underground parking garage below the Sequoia Shopping Center, accessed via James Avenue with 536 spaces. Parking Occupancy Rate: 45%iv Caltrain Parking $2/day or $20/month as of October 2006

Transit Access The station is an intermodal transit center served by Caltrain, SamTrans buses and shuttles. SamTrans buses serving the

station are Routes 270, 271, 274, 295, 296, 297, 391 and 397.

SamTrans Routes 391, KX, PX and RX operate on El Camino Real. The closest bus stops for these routes are located at Jefferson Street. Primary bus access is on the west side of the station (off-street

November 2006 L-3 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

Transit Access (Continued) bus loop northwest of Sequoia Station Shopping Center). Buses serving the east side of the station negotiate several signalized intersections in order to pick up/drop off passengers at the primary access area (west side bus loop). There are two shuttles serving the station. Pacific Shores Employer Shuttles provide service to Pacific Shore Center, located on the east of US 101, during the peak commute periods. Atherton/Redwood City Shuttles provide shuttle service between the Redwood City and Atherton Caltrain stations during peak commute periods. While the Pacific Shores Employer Shuttles stop on the east side of the station, the Redwood City/Atherton shuttles stop on the west side of the station. There is a need for more direct facilities on the east side of the station for improved access/transit connections

Bicycle Access The station provides bicycle lockers and racks. There is a lack of direct access to the station for bicycles and a shortage of secured parking and storage for bikes. The North- South bikeway, currently under development, will connect the downtowns of the Bayside cities and most of the Caltrain stations, including the Redwood City Station.

Pedestrian Access Pedestrian access to the station from the downtown mixed-use core is good, as the station is centrally-located. However, El Camino Real, is a physical barrier to pedestrians and bicyclists from the residential area west of the station. Pedestrians and bicyclists must cross El Camino Real at signalized intersections.

Access for Persons with There are wheelchair access ramps from all quadrants of the Disabilities station platform area.

Access to Existing Activity The Sequoia Station Shopping Center and downtown Center Redwood City are located within an easy walking distance from the station.

Visual Access The station has poor visual access from El Camino Real as it is located behind (east of) the Sequoia Station Shopping Center. The visibility of the station from downtown is good but could be compromised by future development if view corridors are not preserved.

November 2006 L-4 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

Access Mode Splitv The station is a Park-and-Ride and Walk-and-Ride Station because vehicular access (“Drive Alone”, “Dropped off”, and (AM Peak) “Carpool”) and access by alternative modes (“Walk” and “Bicycle”) are about equal.

Mode of Access Mode of Egress 2% 3% 7% 19%

Walk 13% 35% Bicycle 3% Drive Alone 3% 1% Carpool 4% Get dropped off/ Picked Up 62% Transit 9% Other

31% 8%

Planned Station Plans are being developed for possibly relocating the station Improvements north of the existing station, adjacent to the transit center. The new station would have to accommodate transfers between Caltrain and future Dumbarton trains.

Infrastructure Impacts At the The existing at-grade cross-platform pedestrian crossing Station would need to be replaced by a grade-separated crossing to meet current safety objectives of Caltrain and the PUC. With future increases in ridership, transit access from the east side of the station would need to be improved.

ZONES B & C: STATION AREA

November 2006 L-5 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

November 2006 L-6 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

Urban Planning and Design Auto-oriented commercial developments along El Camino Context Real, older small retail establishments, new large retail establishments, and city and county offices on the west side of the station. Private school and high school located west of station across El Camino Real. Downtown core to SE of station is traditional early 20th Century mixed-use urban environment with significant historic structures, being enhanced through new pedestrian-friendly, context-sensitive development.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvi

Recently Completed Projects Zone B

(Jan. 2000 - June 2006) • Cinema/Retail Project, located at Jefferson/Broadway/Middlefield - 18,000 sf commercial, 1,400 theatre seats.

November 2006 L-7 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

Recently Completed Projects Zone C

(Jan. 2000 - June 2006) • Franklin Street Area Project, located at El Camino Real/Maple – 206 apartment units and ground floor commercial use • City Center Plaza, located at 800 Main Street – 81 multi- family dwelling units and ground floor commercial use • Hampton Inn, located at 1836 El Camino Real – 61 hotel rooms Planned Developments Zone B • Villa Montgomery - First Community Housing /Habitat for Humanity, located at 1540 El Camino Real, Redwood City - 58 dwelling units, 1,250 sf commercial • 8 to 10 new businesses opening in addition to the Cinema/Retail project in downtown Zone C • None

Infrastructure Impacts None Around the Station

MARKET ASSESSMENT

Market Potential by Land Use Typevii Market Potential: = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment Higher-density Residential Nearby retail appropriate for mixed-use center Retail Viability of existing retail indicates potential for intensification Office Institutional/Civic

November 2006 L-8 San Mateo County TOD Opportunity Study Appendix L Final Report Redwood City Caltrain Station

TOD Opportunity Sites A 160,000 square foot expansion of a mixed use building with a 20-screen theater complex has opened this summer to the east of the station. A city parking structure accompanies the redevelopment. Immediately west of the station, the Sequoia Station Shopping center is well tenanted and flourishing; though its lower-density strip retail format could be intensified over time, ideally with the addition of residential uses above retail. Over time, this site could be upgraded and intensified to compliment the retailing on the other side of the station while improving visual access to the station from El Camino Real. The remainder of the ½ mile radius station area is fairly compact, with a collision of street grids enhancing the pedestrian circulation in the downtown area.

City Contact Susan Moeller, The Redwood City Redevelopment Agency Manager (650) 780-7204 [email protected]

i 2000 Census, Strategic Economics 2006. ii Redwood City, Interview with Susan Moeller, May 10, 2006 iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain Parking Occupancy Survey, July 2005 – January 2006. v Caltrain Origin and Destination Survey, 2004. vi City of Redwood City, Interview with Susan Moeller, May 10, 2006 vii Strategic Economics, 2006.

November 2006 L-9 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

STATION AREA PROFILE: SAN BRUNO BART STATION San Bruno/South San Francisco

This profile presents existing conditions information and an assessment of opportunities and constraints for the San Bruno BART station area in the Cities of San Bruno and South San Francisco. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/BART, County Public Works and Assessor’s Office, and information provided by the Cities of San Bruno and South San Francisco. San Bruno BART Station and Opportunities identified include results from the Huntington Avenue preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the San Bruno BART station area:

Opportunities • The station area has been designated by the city as a redevelopment area. There is strong market potential for retail and residential development. • There are opportunities to strengthen connections between the station and neighboring activity centers/new development. • Potential opportunity sites for redevelopment include large parcels in So. San Francisco that are currently zoned for industrial uses.

Constraints • There are height restrictions to the east of the station due to its proximity to the SFO flight path. New residential development is prohibited to the east of the station due to airport noise. • Station visibility from El Camino Real is poor, and physical connections to the surrounding areas are weak.

November 2006 M-1 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 3,002 Journey to Work Transit Walk / Households 688 8% Bike Median Age 32.7 5% Median Household Income $57,953 Owner Occupied / Renter Occupied 46% / 54% Family / Non-Family 94% / 7% Average Household Size 3.68 Vehicles Per Household 2.6 Drove Alone 87%

Governing Documents • Redevelopment Plan, 1999 • City of San Bruno General Plan Housing Element, 2003

Regulatory Framework • Commercial zoning is restricted based on the existing Ordinance 1284, caps height of new developments to three stories or 50 foot in height. It also prohibits density increase in residential areas older than 1974. Voters can approve higher height limit for a Specific Plan area. (City Ordinance 12.26.020) • The Airport Noise Limitation allows residential development west of the BART station area, but not to the east of the station (existing residential development is “grandfathered”). • The station area is designated as a redevelopment area, which includes downtown commercial establishments along El Camino Real (Redevelopment Plan).

Local Planning Effortsii • The City of San Bruno is updating the General Plan. The latest hearing was conducted in June 2006. Land use classification will include TOD, allowing mixed use development with maximum FAR of 2.0 and up to 50 residential units per acre. • The Downtown Visioning Study will examine TOD concepts in the downtown area.

November 2006 M-2 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 1151 Huntington Avenue, San Bruno The station is located immediately east of the Tanforan Shopping Center.

Weekday Service The San Bruno BART Station is served by direct services to and from Dublin/Pleasanton. BART trains stop at the station every 15 minutes all day. Weekend Service The San Bruno BART Station is served by direct services to and from Dublin/Pleasanton. BART trains stop at the station every 20 minutes all day on weekends.

Weekday Boardings iii 1,874 (4th Quarter 2005) The station is an origin station since the number of boardings is greater than alightings during the AM peak period.

Vehicle Access The parking garage is located north of the station, accessed via Huntington Avenue. The garage provides 1,072 parking spaces. The passenger/drop-off pick up spaces are provided along Huntington Avenue. Parking Occupancy Rate: 78% iv BART parking (Free)

Transit Access The San Bruno BART station provides transit connections to SamTrans Routes 133, 140, 141 and 391. SamTrans Route 390 runs on El Camino Real, and the closest bus stop location is in front of the Tanforan Shopping Center. Several employers including the GAP, Artichoke Joe’s Casino, and Courtyard by Marriott provide shuttles.

Bicycle Access The station provides bicycle lockers and racks. Crossing El Camino Real is a safety concern. There are no defined public bicycle paths to the station. This is a significant issue due to the extent of new TOD west of El Camino Real.

Pedestrian Access Crossing El Camino Real is a safety concern. There is no defined pedestrian path to the station from areas west of El

Camino Real. The pedestrian connection through the interior of the Tanforan Shopping Center is well defined but is subject

November 2006 M-3 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

to mall business hours and other policies. Pedestrian Access (Continued) There are low pedestrian volumes from the north, east and south of the station because of the low-density industrial and residential uses there.

Access for Persons with Safe crossing via El Camino Real is difficult. There are no Disabilities defined public pedestrian paths to the station.

Access to Existing Activity The BART station is located within the same block as Center Tanforan Shopping Center and connects directly at the west station entrance. Commercial developments are located generally along El Camino Real, however, crossing El Camino Real is difficult due to the wide street width and limited crossing locations. Across El Camino Real to the west of the station is The Crossing, a 20-acre master planned development with a mix of residential and commercial uses. Downtown San Bruno is located about ½-mile south of the station.

Visual Access The station is not visible from El Camino Real or other major arterials as it is obscured by the Tanforan Shopping Center.

Access Mode Splitv The station is a Park-and-Ride Station since the vehicular mode of access (“Drive Alone”, “Dropped off”, and “Carpool”) (AM Peak) exceeds 50 percent.

Mode of Access

2% 15% 18%

0.5% Walk Bicycle

Drive Alone

Carpool 19% Get dropped off/ Picked Up Transit

Other 4% 42%

Note: Mode of access for Colma, SSF, San Bruno, SFO & Millbrae stations. Mode split data for the San Bruno BART station is not available. Planned Station None Improvements Infrastructure Impacts At the As ridership increases, parking policies may need to be Station modified to manage parking demand.

November 2006 M-4 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

ZONES B & C: STATION AREA

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

November 2006 M-5 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006

Urban Planning and Design The Tanforan Shopping Center adjacent to station has a large Context surface parking lot and parking garage. There are auto- oriented developments along El Camino Real, residential developments to the east and south, and industrial developments to the north in the city of South San Francisco.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into four categories: 1) City or County, 2) SamTrans/JPB, 3) BART, and 4) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

November 2006 M-6 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvi Recently Completed Projects Zone B (Within 3-5 years) • Tanforan Shopping Center Renovation (completed in Fall 2005) • Archstone Meridian Apartments, part of The Crossing development at 1099 Admiral Court, San Bruno – 300 dwelling units (completed in 2005) Zone C • Not Identified

Planned Developments Zone B • The Crossing master-planned development, which includes: - Archstone Paragon Apartments at 1099 Admiral Court, San Bruno – 185 dwelling units (under constriction, scheduled to be completed in January

2007) - Village Senior Apartments at 1101 National Avenue, San Bruno – 228 dwelling units (under constriction, scheduled to be completed in January 2007) - El Camino Real Commercial 10,000 to 20,000 sf high- end restaurants and retail - Crossing Hotel - 350 to 500 rooms

November 2006 M-7 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

- The Crossing (Parcels 3 and 4) – 350 condominium Planned Developments units (Continued) • Tanforan Shopping Center Multi-screen Cinema – 40,000 sf, 16 screens (under construction) Zone C • None

Infrastructure Impacts Once the Crossing development is completed and becomes Around the Station occupied, there will be demand for improved pedestrian and bicycle access to the station across the El Camino Real corridor.

MARKET ASSESSMENT

Market Potential by Land Use Typevii With the presence and upgrading of the Tanforan Shopping Center, the San Bruno BART station is one of the stronger retail-based transit areas in the County. Further intensification with retail, office or residential uses could be accomplished over time with continued replacement of surface parking with structure. The large and small retailers appear to be healthy with minimal apparent vacancies. The success of this retail area makes the station area an attractive location for some specialty retailers, and for higher-density housing with access to this amenity. Redevelopment of the 20-acre former U.S. naval facility within the station area is an opportunity to create a more unified, mixed-use station area, and may potentially help tie the small residential neighborhood to the west of Huntington Avenue into the station area.

Market Potential: = Strong, = Moderate, = Fair, = Limited Lower-density Residential Reinvestment Improved connectivity to the neighborhood Higher-density Residential The Tanforan Shopping Center may act as an amenity for some markets Retail Build upon gravity of established retail center Office Institutional/Civic

November 2006 M-8 San Mateo County TOD Opportunity Study Appendix M Final Report San Bruno BART Station

TOD Opportunity Sites • Replacement of surface parking spaces with a structure frees up the area for additional retail, office or residential uses • The 20-acre former U.S. Naval facility site • A potential mixed-use development site (approximately 7 acres) is located at the southwest corner of the San Bruno Avenue and El Camino Real intersection.

City Contacts Tambri Heyden, City of San Bruno Development Director (650) 616- 7058 [email protected] Mark Sullivan, City of San Bruno Planner (650) 616-7053 [email protected]

Susy Kalkin, City of South San Francisco Principal Planner (650) 877-8535 [email protected] Mike Lappen, City of South San Francisco Planner (650) 877-8535 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of San Bruno, Interview with Tambri Heyden and Mark Sullivan, May 24, 2006. iii BART Quarterly Average Station Exits, 4th Quarter 2005. iv BART Parking and Access Occupancy Survey, Fall 2005. v BART, Email Communication with Val Joseph Menotti, June 14, 2006., BART Customer Satisfaction Survey, 2004. vi City of San Bruno, Interview with Tambri Heyden and Mark Sullivan, May 24, 2006. vii Strategic Economics, 2006.

November 2006 M-9 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

STATION AREA PROFILE: SAN BRUNO CALTRAIN STATION San Bruno

This profile presents existing conditions information and an assessment of opportunities and constraints for the San Bruno Caltrain station area in the City of San Bruno. The station area is defined as the area within ½- mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided Northeast corner of the San Bruno by the City of San Bruno. Avenue/San Mateo Avenue Intersection Opportunities identified include results from the (Vicinity of the Future Station preliminary market assessment, recommendations Location) based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the San Bruno Caltrain station area:

Opportunities • The station area has been designated as a redevelopment area. The station will be relocated to a more visible location and serve as a gateway to Downtown San Bruno.

Constraints • There are height restrictions to the east of the station due to its proximity to the SFO flight path. New residential development is prohibited to the east of the station due to airport noise. • Site Assembly is a challenge as most lots are small. Redevelopment opportunities are limited to multi-family residential infill development above existing commercial uses.

November 2006 N-1 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 7,786 Journey To Work Households 1,979 Transit Median Age 32.8 14% Walk / Median Household Income $51,387 Bike Owner Occupied / Renter Occupied 45% / 55% 7% Family / Non-Family 90% / 10% Average Household Size 3.05 Vehicles Per Household 2.2 Drove Alone 79%

Governing Documents • Redevelopment Plan, 1999 • City of San Bruno General Plan Housing Element, 2003

Regulatory Framework • Commercial zoning is restricted based on the existing Ordinance 1284, caps height of new developments to three stories or 50 foot in height. It also prohibits density increase in residential areas older than 1974. Voters can approve higher height limit for a Specific Plan area. (City Ordinance 12.26.020) • Airport Noise Limitation allows residential development west of the Caltrain corridor (Huntington Avenue) but not east of the corridor (existing residential neighborhoods are “grandfathered”). • The station area has been designated as a redevelopment area, which includes downtown San Bruno and commercial establishments along El Camino Real (Redevelopment Plan). The area along El Camino Real is within Zone C (between ¼- mile and ½-mile radius from the existing station and new station location).

Local Planning Effortsii • The City of San Bruno is updating the General Plan. The latest hearing was scheduled in June 2006. Land use classification will include TOD, allowing mixed use development with maximum FAR of 2.0 and up to 50 residential units per acre. • The Downtown Visioning Study will examine TOD concepts in the downtown area.

November 2006 N-2 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 481 Huntington Avenue, San Bruno The existing station location is south of the San Bruno/El Camino Real/San Mateo triangle area, and the new station will be relocated to the north end of the triangle at the intersection of San Bruno and San Mateo Avenues.

Weekday Service During peak periods (AM Peak – 6 a.m. to 9 a.m., PM Peak – 4 p.m. to 7:00 p.m.), limited stop trains stop at the station every 20 to 40 minutes in both directions. During the midday period (9 a.m. – 4 p.m.), limited stop and local trains stop at the station every 30 minutes in both directions.

Weekend Service Local trains serve the station every 60 minutes in both directions.

Weekday Boardings iii 412 (February 2006) The station is an origin station since the number of boardings is greater than alightings during the AM peak period.

Vehicle Access The Caltrain parking lot provides 177 parking spaces, accessed via Huntington Avenue. Parking Occupancy Rate: 32% iv Caltrain parking ($2/day or $20/month as of October 2006)

Transit Access Route 141 operates on Huntington Avenue, and Routes 390 and 391 operate on El Camino Real. The station relocation project will provide new on-street connections to the same bus routes. There is currently no shuttle service to the San Bruno Caltrain station. Off-street loading for shuttle services are being provided for in the design of the relocated station.

November 2006 N-3 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

Bicycle Access The station provides limited bicycle parking. The station relocation project will add bicycle racks and lockers. The station relocation project will improve bicycle access to the station.

Pedestrian Access The at-grade platform pedestrian crossing also serves as an “unofficial” crossing of the Caltrain corridor between downtown San Bruno and the Belle Air residential neighborhood and elementary school. The station relocation project will grade-separate the rail corridor and provide an accessible pedestrian/bicycle underpass at this location (Sylvan Avenue). Other pedestrian underpasses will be provided at San Bruno and San Mateo Avenues and at Euclid Avenue (north of the new station).

Access for Persons with The existing station is fully accessible. The station relocation Disabilities project will improve accessibility by providing direct connections to major downtown streets and underpasses. Ramps and elevators will provide access to the elevated station platforms.

Access to Existing Activity The existing and new station locations are within ¼ mile of Centers downtown San Bruno, mostly extending along San Mateo Avenue.

Visual Access The existing Caltrain station is at grade, and it is not visible from major thoroughfares. The new Caltrain station will be architecturally distinctive and located above grade, visible from San Mateo Avenue, San Bruno Avenue and Huntington Avenue.

November 2006 N-4 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

Access Mode Splitv It is a Park and Ride Station since share of vehicular access mode (“Drive Alone”, “Dropped off”, and “Carpool”) exceeds (AM Peak) 50 percent.

Mode of Access Mode of Egress 5% 4% 1%

17% 16% 28% Walk

Bicycle

Drive Alone 5% 49% 5% Carpool

Get dropped 4% off/ Picked Up Transit

Other 24%

42%

Planned Station Improvements With the grade separation project, the station will be relocated to an elevated location north of the San Bruno Avenue/San Mateo Avenue intersection.

Infrastructure Impacts At the The station relocation project will improve access and visibility Station of the existing station.

ZONES B & C: STATION AREA

Land Use Patterns Land use patterns within Zones B and C were estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office. Summary of land uses presented below reflects the proposed station area rather than the existing station area.

November 2006 N-5 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (¼ and ½-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

November 2006 N-6 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

Urban Planning and Design There are small-scaled “main street” downtown businesses Context along San Mateo Avenue, auto-oriented businesses along Huntington and San Bruno Avenues, traditional residential neighborhoods to the east and west of the Caltrain corridor, and industrial uses east of the corridor and north of San Bruno Avenue (adjacent to the relocated station).

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvi Zone B Recently Completed Projects

(Within 3-5 years) • None Zone C • Gateway Inn & Suites at 516 El Camino Real, San Bruno – 29 rooms (completed in 2004)

November 2006 N-7 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

Planned Developments Zone B • None Zone C • Hotel at 620 El Camino Real, San Bruno – 36 rooms (under construction, scheduled to be open in late 2006) • Downtown Gateway at San Bruno/El Camino Real – residential and retail developments (conceptual design) Infrastructure Impacts Around The station relocation project will improve access and the Station visibility for the station

MARKET ASSESSMENT

Market Potential by Land Use Typevii The San Bruno Caltrain Station will be relocated to the triangular intersection of San Mateo Avenue and Huntington Avenue. The station location presents an excellent opportunity to define this commercial district as a station area. The retail rents are among the lowest in the Peninsula. Stronger integration with the station area may create some opportunity for upgrading of the existing retail. Some buildings along San Mateo Avenue may be replaced or retrofitted over time with residential developments above the stores. Residential development should focus on the opportunities to broaden the mix of housing in the neighborhood, as a means to encouraging reinvestment in the area while controlling displacement. The presence of larger and more families as compared to other stations areas suggests the potential for displacement as demand is expected to grow among wealthier, non-family household types that prefer to live near transit. Overall this sensitive area will require mechanisms to maintain residential stability in the neighborhood. Strategies should focus on encouraging local reinvestment in the housing stock without displacing existing households. Airport noise and height restrictions limit the potential for intensification through increased building heights.

November 2006 N-8 San Mateo County TOD Opportunity Study Appendix N Final Report San Bruno Caltrain Station

= Strong, = Moderate, = Fair, = Limited Lower-density Residential Area may be at risk of gentrification Reinvestment Higher-density Residential Smaller multi-family infill opportunities near (or above) commercial district Retail Opportunities may exist for upgrading existing retail along San Bruno Avenue Office Institutional/Civic

TOD Opportunity Sites In general, the station area presents TOD opportunities for incremental growth of residential above ground-floor retail and incremental growth of retail spaces in the existing downtown area. Potential TOD development sites include the following: • A potential mixed-use development site (approximately 7 acres) located at the southwest corner of the San Bruno Avenue and El Camino Real intersection. • A 7,500 square feet site owned by Redevelopment Agency at 470 San Mateo Avenue, San Bruno. It could accommodate a mixed-use development with up to 7 residential units under the current zoning. • A potential mixed-use development site at the Former El Camino Cinema site (400 San Mateo Avenue). The site is approximately 35,000 square feet. The current zoning allow up to 35 residential units.

City Contacts Tambri Heyden, City of San Bruno Development Director (650) 616- 7058 [email protected] Mark Sullivan, City of San Bruno Planner (650) 616-7053 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of San Bruno, Interview with Tambri Heyden and Mark Sullivan, May 24, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain Parking Occupancy Survey, January 2005 – January 2006. v Caltrain Origin and Destination Survey, 2004. vi City of San Bruno, Interview with Tambri Heyden and Mark Sullivan, May 24, 2006. vii Strategic Economics, 2006.

November 2006 N-9 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

STATION AREA PROFILE:

SAN CARLOS CALTRAIN STATION

San Carlos

This profile presents existing conditions information and an assessment of opportunities and constraints for the San Carlos Caltrain station area in the City of San Carlos. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain data provided by the County Public Works and Assessor’s Office, and information provided by the City of San Carlos. San Carlos Caltrain Station - El Camino Opportunities identified include results from the Real at San Carlos Avenue preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the San Carlos Caltrain station area:

Opportunities • SamTrans is engaged in negotiations with Legacy Residential Partners to develop about 7.5 acres of land located to both the north and south of the San Carlos Caltrain Station, on the east side of El Camino Real. • Future development should focus on intensification of residential uses.

Constraints • The station is located within an easy walking distance to the downtown commercial district in San Carlos. However, El Camino Real poses a barrier to pedestrian and bicycle access to and from the station. • With the exception of SamTrans/JPB-owned land, developable sites are small and scattered throughout city..

November 2006 O - 1 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 5,270 Journey To Work Transit 9% Walk / Households 1,456 Bike Median Age 39.5 7% Median Household Income $60,147 Owner Occupied / Renter Occupied 35% / 65% Family / Non-Family 80% / 20% Average Household Size 2.11 Vehicles Per Household 2.0 Drove Alone

84% Governing Documents • City of San Carlos Westside Specific Area Plan, 1994 • City of San Carlos Eastside Specific Area Plan, 2003 • General Plan 1992 Update, 1992 • Downtown Urban Design Guidelines, 2001 • Peninsula Corridor Plan, 2003

Regulatory Framework • A Floor to Area Ratio of up to 3.0 is permitted in the Retail Core (General Plan Commercial Land Use Element) • Buildings on the west side of the station are limited to a height of 50 feet. Up to 80 dwelling units per acre may be allowed (San Carlos West Side Plan). • Commercial Land Use Policy 1 of the General Plan calls for

retail, commercial, office and high density residential uses in the City’s central district. • The General Plan designates the area along El Camino Real as “highway commercial and regional retail”. • Commercial Land Use Policy 8 of the General Plan calls for joint use of off-street parking facilities. • The East San Carlos Specific Area Plan calls for a mix of land

uses in East San Carlos that strengthens and preserves existing residential neighborhoods, provides a balanced economic base and balanced mixture of uses, and expands shopping and employment opportunities. • Mixed commercial and residential uses shall be encouraged along Old County Road between Holly Street and mid-point between Hall Street and Terminal Way. (East San Carlos

Specific Area Plan) • Multi-family or mixed-use developments that abut single- family residential neighborhoods shall not exceed 30 feet in height. (East San Carlos Specific Area Plan)

November 2006 O - 2 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

Regulatory Framework • Multi-Family developments along the south side of East San (Continued) Carlos Avenue, between the Laurel Oaks development and the properties abutting Old County Road should not exceed a developed density of 30 units per acre. (East San Carlos Specific Area Plan). • The area along El Camino Real is designated as a redevelopment area.

Local Planning Effortsii • General Plan Update to start in late 2006 • Multifamily Residential District Design Review Guidelines was published in 2005. • Parking Study and TDM proposal presented to the City Council in 2006. The staff report recommended the parking ordinance be linked to zoning rather than land use.

The station area is comprised of three zones: Zones A through C.

Zone A is the station itself. Zone B is the area within ¼-mile of the station and Zone C is the area between the ¼-mile radius and ½-mile radius.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 599 El Camino Real, San Carlos It is located on El Camino Real at San Carlos Avenue. It is one block south of Holly Street, east of the downtown San Carlos commercial district.

Weekday Service During peak periods (AM Peak – 6 a.m. to 9 a.m., PM Peak – 4 p.m. to 7:00 p.m.), three limited stop trains stop at the station every hour in each direction with 5 to 30 hour intervals. During the midday period (9 a.m. – 4 p.m.), limited stop and local trains stop at the station every 30 minutes in each directions.

Weekend Service Local trains serve the station every 60 minutes in each directions.

November 2006 O - 3 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

Weekday Boardings iii 867 (February 2006) The station is an origin and destination station since the number of boardings and alightings are approximately equal during the AM peak period.

Vehicle Access The Caltrain parking lot is located on the west side of the station, with 212 spaces, and is accessed from El Camino Real. It is suspected that some Caltrain commuters are parking in nearby neighborhoods. There are loading zones on either side of the station. Parking Occupancy Rate: 43% iv Caltrain Parking $2/day or $20/month as of October 2006

Transit Access The station provides an easy access to transit. SamTrans Routes 260, 295, 390, 391, 397, PX and KX stop at the San Carlos Station. Within the City of San Carlos, all routes, except Routes 260 and 295, operate along El Camino Real.

The city used to provide a local shuttle service (Scoot), but the service has been suspended due to lack of funding. There are a total of four employer shuttles serving the station. These are Electronic Arts, Oracle, Redwood Shore (Bridge Park) and Redwood Shore (Clipper) employer shuttles. The shuttles provide free transportation services during peak commute hours.

Bicycle Access The station provides bicycle lockers and racks.

Pedestrian Access The station is accessible from both sides. Crossing El Camino Real is difficult and major a safety concern due to high traffic volumes and wide street width.

Access for Persons with Although the station is wheelchair accessible, crossing El Disabilities Camino Real is difficult and a major safety concern due to relatively high traffic volumes and wide street width.

Access to Existing Activity “Main Street” commercial and retail establishments are Centers located on San Carlos Avenue and Laurel Street south of San Carlos Avenue, and are easily accessible by foot from the station. El Camino Real divides the station from downtown and is a physical barrier for accessing the commercial core.

November 2006 O - 4 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

Visual Access The station platform is elevated, and it is highly visible. The historic station building and newly constructed platforms are both aesthetically pleasing. In addition, the Station building aligns with the axis of San Carlos Avenue.

Access Mode Splitv The station is a Park and Ride Station as share of since access by vehicular modes (“Drive Alone”, “Dropped off” and (AM Peak) “Carpool”) exceeds 50 percent.

Mode of Access Mode of Egress 1% 5% 0.4% 8%

Walk 3% 32% Bicycle 35%

Drive Alone 46% Carpool

Get dropped off/ Picked Up Transit

Other 7% 6% 45% 1% 11%

Planned Station None Improvements

Infrastructure Impacts At the None Station

ZONES B & C : STATION AREA

November 2006 O - 5 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

November 2006 O - 6 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

Urban Planning and Design Small “main street” retail /business establishments along San Context Carlos Avenue and Laurel Street as well as multi-family and single family residential uses occupy the area west of El Camino Real. To the east of the Caltrain tracks (along Old County Road) are large retail and industrial uses mixed with single-family residential neighborhoods.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvi Zone B Recently Completed Projects (Within 3-5 years) • Streetscape improvements in the downtown area (2003) Zone C • None

November 2006 O - 7 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

Planned Developments Zone B • None Zone C • 1000 El Camino Real – 100 dwelling units and 8,500 sf of commercial/office space (Approved for construction) • 767 Industrial Road – a mixed use project (proposed)

Infrastructure Impacts TOD on station side of El Camino Real would benefit from Around the Station enhanced pedestrian connections across El Camino Real at the San Carlos Avenue and Holly Street intersections.

MARKET ASSESSMENT

Market Potential by Land Use Typevii = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment Higher-density Residential Scattered infill opportunities Retail Office Institutional/Civic

TOD Opportunity Sites The San Carlos station area features a healthy mix of commercial and residential uses. SamTrans is engaged in negotiations with Legacy Residential Partners to develop about 7.5 acres of land located to both the north and south of the San Carlos Caltrain Station, on the east side of El Camino Real. The development plans have been formally submitted to the City of San Carlos to commence a project approval process that is expected to take between 12 and 18 months. The project currently includes about 280 residential units, 35,000 square feet of commercial space, the creation of a pedestrian plaza at the front of the historic Caltrain Station building and the construction of a new transit center to the south of the station area.

November 2006 O - 8 San Mateo County TOD Opportunity Study Appendix O Final Report San Carlos Caltrain Station

City Contact Elizabeth S.R. Cullinan, City of San Carlos Planning Director (650) 802-4264 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of San Carlos, Interview with Elizabeth S. R. Cullinan, May 31, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain Parking Occupancy Survey, July 2005 – January 2006. v Caltrain Origin and Destination Survey, 2004. vi City of San Carlos, Interview with Elizabeth S. R. Cullinan, May 31, 2006. vii Strategic Economics, 2006.

November 2006 O - 9 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

STATION AREA PROFILE: SAN MATEO CALTRAIN STATION San Mateo

This profile presents existing conditions information and an assessment of opportunities and constraints for the San Mateo Caltrain station area in the City of San Mateo. The station area is defined as the area within ½- mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the City of San Mateo. Opportunities identified include results from the San Mateo Caltrain Station preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the San Mateo Caltrain station area:

Opportunities • The station area benefits from an existing critical mass of activity due to its centralized location in downtown San Mateo. Future opportunities included upgrading existing Class A office space and adding higher-density residential uses through infill or conversion of existing commercial sites. • The City’s policies are supportive of TOD in the station area.

Constraints • The station area is largely built out, and therefore, there is little opportunity for large-scale development. • Station visibility is restricted from major thoroughfares.

November 2006 P - 1 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

GENERAL INFORMATION

½-Mile Station Area Demographic Characteristics i

Population 11,570 Journey To Work Households 2,670 Transit Median Age 37.1 11% Walk / Median Household Income $51,531 Bike Owner Occupied / Renter Occupied 33% / 66% 9% Family / Non-Family 86% / 14% Average Household Size 2.51 Vehicles Per Household 2.4 Drove Alone 80% Governing Documents • City of San Mateo Building Height Map, 2005 • City of San Mateo Building Intensity Map, 2005 • City of San Mateo General Plan Land Use Map • San Mateo Rail Corridor Transit Orient Development Plan (Corridor Plan), 2005 • El Camino Master Plan, 2001

Regulatory Framework • Building height limits in the commercially zoned area range from 55 to 75 feet. The height limits in the residential area in the vicinity of the station range from 24 to 35 feet. • The city allows residential uses in commercial zones and provides small incentives to promote growth.

November 2006 P - 2 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

The station area is comprised of three zones: Zones A through C.

Zone A is the station itself. Zone B is the area within ¼-mile of the station and Zone C is the area between the ¼-mile radius and ½-mile radius.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

Location 2 North B Street, San Mateo The station is located three blocks north of East 3rd Avenue, north of downtown San Mateo. It is approximately ¼ mile east of El Camino Real.

Weekday Boardings iii 1,238 (February 2006) The station is both an origin and destination station since the number of boardings and alightings are approximately equal during the AM peak period.

Vehicle Access A Caltrain surface parking lot and underground garage are located at the station. The surface lot includes approximately

40 spaces, and the underground garage has an additional 164 spaces. There is direct access from the underground garage to the passenger platforms. iv Parking Occupancy Rate: Surface lot: 35% The parking occupancy rate for the underground garage is not available. Caltrain Parking $2/day or $20/month as of October 2006 There are various parking garages and surface lots in the downtown area. Two of the parking facilities are located adjacent to the station. The Transit Center Garage is accessed

off of 1st Avenue between B Street and Railroad Avenue. The Main Street Garage is bounded by Main Street, Railroad

November 2006 P - 3 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

Vehicle Access (Continued) Avenue, 1st Avenue and 2nd Avenue. Some of the spaces within these garages provide a long-term parking (10 hours) with free parking after 6 PM.

Transit Access SamTrans Routes 250, 292 and 295 serve the station, and the closest bus stop for these routes is located on 1st Avenue. SamTrans Routes 390, 391, and 397 operate along El Camino Real, and the closest stop for these routes is located approximately ¼ mile from the station. There are no shuttle services provided to and from the station.

Bicycle Access The station has bicycle lockers and racks.

Pedestrian Access Accessibility from the east side of the station is limited. There is a significant grade difference between the east (northbound) platform and adjacent Railroad Avenue. Access is good, evident by the significant share of passengers who walk to the station.

Access for Persons with The station has underground concourse under the Caltrain Disabilities trackway served by elevators.

Access to Existing Activity The station is located north of downtown San Mateo. Access Centers to the station from downtown and nearby residential areas is good.

Visual Access The station building is visible from First Street. It is not clearly seen from the other major thoroughfares due to its mid-block location.

Access Mode Splitv The station is both a Walk and Ride and Park and Ride station since the vehicular and pedestrian/bicycle access modes are (AM Peak) evenly split..

November 2006 P - 4 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

Mode of Access Mode of Egress 5% 2% 2%

41% 23% Walk Bicycle 43% Drive Alone 36%

Carpool

3% Get dropped off/ Picked Up Transit

Other

4% 24% 5% 2% 2% 8%

Planned Station None Improvements

Infrastructure Impacts At the None Station

ZONES B & C: STATION AREA

November 2006 P - 5 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006

November 2006 P - 6 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

Urban Planning and Design The station is surrounded by a dense, traditional downtown Context urban environment. There are many office and residential buildings above five stories in Downtown San Mateo, located south of the station. Multi-family buildings with up to 3 stories and single-family residential homes are located north of the station.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into three categories: 1) City or County, 2) SamTrans/JPB, and 3) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Assessor’s Office, July 2006

Construction Activitiesvi Recently Completed Projects Zone B (Within 3-5 years) • Not Identified Zone C • Not Identified Planned Developments Zone B • Not Identified Zone C • Not Identified

November 2006 P - 7 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

Infrastructure Impacts None Around the Station

MARKET ASSESSMENT

Market Potential by Land Use Typevii = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment Higher-density Residential Infill and conversion opportunities in the downtown Retail Office Potential for upgrading Institutional/Civic

TOD Opportunity Sites The higher downtown densities surrounding the San Mateo station suggest that the potential for significant development is limited. Some of the office space in downtown San Mateo could be upgraded from Class B to Class A, though the San Mateo Class A office market currently holds one of the highest vacancy rates in the County (due in part to the departure of Seibel systems, just outside of the ½ mile station area.) In the long term, systematic upgrading of downtown San Mateo office space may hold the potential to attract a critical mass of the Class A users that prefer to be near transit and the amenities of the downtown area, but are locating in newer space outside of the downtown. As with all stations in the County, however, office development that builds on an already concentrated employment center is more likely to generate transit ridership. Finally, new residential development or, potentially, conversion of commercial buildings to residential uses may help to reinvigorate activity in the downtown.

November 2006 P - 8 San Mateo County TOD Opportunity Study Appendix P Final Report San Mateo Caltrain Station

City Contact Stephan Scott, Principal Planner City of San Mateo Community Development Department (650) 522-7207 [email protected]

i 2000 Census, Strategic Economics 2006. ii City of San Mateo, Interview with Stephen Scott, May 10, 2006. iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain Parking Occupancy Survey, July 2005 – January 2006. v Caltrain Origin and Destination Survey, 2004. vi City of San Mateo, Interview with Stephen Scott, May 10, 2006. vii Strategic Economics, 2006.

November 2006 P - 9 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

STATION AREA PROFILE: SOUTH SAN FRANCISCO BART STATION South San Francisco

This profile presents existing conditions information and an assessment of opportunities and constraints for the South San Francisco BART station area in the City of South San Francisco. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/BART, data provided by the County Public Works and Assessor’s Office, and A Walkway between El Camino Real information provided by the City of South San and South San Francisco BART Station Francisco. Opportunities identified include results from the preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the South San Francisco BART station area:

Opportunities • The city’s policies support TOD in the station area. However, the BART Transit Village Plan is mostly built out. • There is a strong market demand for higher-density residential and some retail uses.

Constraints • The parking facility at the station is at capacity during the week. Ridership growth will depend on increasing the mode

share of transit/bicycle/pedestrian access, or by intensifying surrounding land uses. • Pedestrian and bicycle connections are weak, especially between the station and the existing residential areas.

November 2006 Q-1 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 4,295 Journey To Work Households 1,179 Transit 12% Walk / Median Age 30.7 Bike Median Household Income $55,512 4% Owner Occupied / Renter Occupied 76% / 24% Family / Non-Family 94% / 6% Average Household Size 2.67 Vehicles Per Household 2.7 Drove Alone

84%

Governing Documents • City of South San Francisco General Plan, 1999 • South San Francisco BART Transit Village Plan, 2001 • Town of Colma General Plan, 1999

Regulatory Framework • The South San Francisco BART Transit Village Plan provides detailed guidelines for site planning and building design for sub areas within the transit village area. • The General Plan has designated the area between El Camino Real and Mission Street for medium-to high- density residential with some commercial uses. Other areas are primarily designated for single-family residential.

Local Planning Efforts ii • The City of South San Francisco plans to update the General Plan in 2007. • The city will be updating its zoning ordinance. • The Town of Colma will start working on the South San Francisco BART Station/Mission Road Specific Plan in the near future.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

November 2006 Q-2 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

Location 1333 Mission Road, South San Francisco The station is located between Mission Road and El Camino Real.

Weekday Service The South San Francisco BART Station is served by direct services to and from Dublin/Pleasanton. BART trains stop at the station every 15 minutes all day. Weekend Service The South San Francisco BART Station is served by direct services to and from Dublin/Pleasanton. BART trains stop at the station every 20 minutes all day on weekends.

Weekday Boardingsiii 2,674 (4th Quarter 2005) The station is an origin station since the number of AM peak period boardings at the station is greater than the number of alightings

Vehicle Access A BART parking garage located between the station and El Camino Real, has 1,392 spaces. Access to the garage is provided via El Camino Real. The BART parking lot is reaching at capacity. Opportunity for ridership growth will be limited due to its parking capacity. Parking Occupancy Rate: 95% iv BART Parking: Free

Transit Access The South San Francisco BART transit center provides service to SamTrans Routes 122, 130, 132, 133 and 390. Route 391 operate on El Camino Real. The City of San Francisco (Congestion Relief Alliance) and Genentech provide shuttle service to and from the station for their own employees. In addition, a subsidized cab service (Peninsula Yellow Cab) is available for residents from the west side of the city.

Bicycle Access The station provides bicycle lockers and racks. There is a pedestrian/bike path on Mission Road, and a part of the path is in the Town of Colma. Currently, the path does not provide direct access to the station. The proposed Fairfield project along Mission Road will fill the gap in the pedestrian/bike path and provide a direct connection to the station.

November 2006 Q-3 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

Pedestrian Access There are gaps in the existing pedestrian/bike path which will be addressed by the Fairfield project. In addition, pedestrian crossing opportunities over El Camino Real and Mission Street are limited.

Access for Persons with There are gaps in the existing pedestrian/bike path which will be Disabilities addressed by the Fairfield project. In addition, pedestrian crossing opportunities over El Camino Real and Mission Street are limited.

Access to Existing Activity A transit oriented development (multi-family residential Centers development with ground floor retail) is located west side of the station. Retail establishments include a grocery store and bank. There is a big box retail located north of the TOD development and a high school located on the east side of the station.

Visual Access The station is visible from El Camino Real through a pedestrian plaza.

Access Mode Splitv The station is a Park and Ride Station since the vehicular access mode share (“Drive Alone”, “Dropped off”, and “Carpool”) exceeds 50 percent.

Mode of Access

2% 15% 18%

0.5% Walk Bicycle

Drive Alone

Carpool 19% Get dropped off/ Picked Up Transit

Other 4% 42%

Note: Mode of access to for Colma, SSF, San Bruno, SFO & Millbrae BART stations. Planned Station • Five additional bicycle parking spaces will be provided. Improvements • Installation of crosswalks over Mission Road is planned.

Infrastructure Impacts At the Since the existing parking garage is close to capacity, the Station ridership growth opportunity at the station is limited by the number of parking spaces available. Ridership growth must come from pedestrian and transit modes of access or by intensifying development around the stations.

November 2006 Q-4 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

ZONES B & C: STATION AREA

Land Use Patterns Land use pattern within Zones B and C was estimated based on GIS data obtained from the San Mateo County Public Works Department and land use data obtained from the San Mateo County Assessor’s Office. The land uses within Zone B are fairly evenly split between residential, commercial, and public/institutional uses. Zone C is predominantly residential and public/institutional.

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

November 2006 Q-5 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Urban Planning and Design In the immediate vicinity of the station area, there is a multi- Context family housing development with ground floor retail development between El Camino Real and the station. A big box retail store is located northwest of the Transit Village. Within the ½ mile radius area are predominately single-family residential neighborhoods. A cemetery is immediately north of the station, at the corner of Mission Road and Lawndale Boulevard.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into four categories: 1) City or County, 2) SamTrans/JPB, 3) BART, and 4) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

November 2006 Q-6 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvi

Recently Completed Projects Zone B (Within 3-5 years) • South San Francisco BART Transit Village located between El Camino Real and the South San Francisco BART Station • Verano at 1401 Mission Road, Colma – 63 dwelling units (Completed in 2001) Zone C • None

Planned Developments Zone B • None Zone C • Fairfield Development at 1600 El Camino Real, South San Francisco - 361 Apartment units, up to 24,000 SF of Commercial space, including a grocery store, pedestrian improvements on McLellan Drive (Trader Joe’s opened in Fall 2005, Residential units to be completed by Dec 2006) • Park Station Lofts at 1410 El Camino Real, South San Francisco – 99 residential units (Approved) • Former PUC Driving Range, located between El Camino Real and Mission Road – City-owned parcel to be developed as residential.

November 2006 Q-7 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

Infrastructure Impacts None Around the Station

MARKET ASSESSMENT

Market Potential by Land Use Typevii The immediate station area surrounding the South San Francisco BART station has seen substantial buildout of the specific plan developed for the station area. Additional development within the ½ mile should focus on residential development with improved connectivity to the station. The existing base of community- and region-serving retail provides the opportunity to provide a variety of goods and services to transit users that could not be supported by transit users alone. New retail should be complimentary to the existing merchant mix, oriented toward transit riders, and should minimize the need for additional parking. = Strong, = Moderate, = Fair, = Limited Lower-density Residential Reinvestment Higher-density Residential Marketability of station area will benefit from continued residential intensification Retail Opportunity to build on existing retail base Office Institutional/Civic

TOD Opportunity Sites • Incremental growth in smaller sites.

City Contacts Susy Kalkin, City of South San Francisco Principal Planner (650) 877-8535 [email protected]

Mike Lappen, City of South San Francisco Planner (650) 877-8535 [email protected]

November 2006 Q-8 San Mateo County TOD Opportunity Study Appendix Q Final Report South San Francisco BART Station

i 2000 Census, Strategic Economics 2006. ii City of South San Francisco, Interview with Mike Lappen, May 26, 2006. iii BART Quarterly Average Station Exits, 4th Quarter 2005. iv BART Parking and Access Occupancy Survey, Fall 2005. v BART, Email Communication with Val Joseph Menotti, June 14, 2006. BART Customer Satisfaction Survey, 2004. vi City of South San Francisco, Interview with Mike Lappen, May 26, 2006. vii Strategic Economics, 2006.

November 2006 Q-9 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

STATION AREA PROFILE: SOUTH SAN FRANCISCO CALTRAIN STATION South San Francisco

This profile presents existing conditions information and an assessment of opportunities and constraints for the South San Francisco Caltrain station area in the City of South San Francisco. The station area is defined as the area within ½-mile radius of the station. This information was collected through site visits, review of local plans, bus and rail transit schedules, data provided by SamTrans/Caltrain, data provided by the County Public Works and Assessor’s Office, and information provided by the City of South San Francisco. South San Francisco Station Located Opportunities identified include results from the Under the Grand Avenue Overpass preliminary market assessment, recommendations based on station access and connectivity to existing or planned activity centers, and potential to create a regulatory framework that encourages TOD. There may also be opportunities for leveraging funding, which are not addressed in this study. Constraints are based upon physical barriers in the built environment, ease of site availability or parcel assembly, or other political or environmental factors. Below is summary of TOD opportunities and constraints for the South San Francisco Caltrain station area:

Opportunities • Oyster Point (east of the station) is a regional employment center that will continue to grow and attract people to the area. There is good shuttle service from the station to these employers. • In general, the City’s policies support TOD. A number of large underutilized sites in the vicinity present opportunities for future redevelopment. • The station is being redesigned at a location just south of the current site. This will provide opportunities to improve station access from the east side of the station and connections to the Grand Avenue commercial district.

Constraints • Physical and visual access to the station is limited because of the station’s location under the Grand Avenue overpass.

November 2006 R-1 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

GENERAL INFORMATION

½-Mile Radius Station Area Demographic Characteristics i

Population 5,457 Journey To Work Transit 14% Households 1,190 Median Age 29.7 Median Household Income $46,797 Walk / Owner Occupied / Renter Occupied 22% / 78% Bike Family / Non-Family 90% / 10% 15% Drove Average Household Size 3.65 Alone Vehicles Per Household 2.1 71%

Governing Documents • City of South San Francisco General Plan, 1999

Regulatory Framework • A redevelopment plan for Downtown was adopted in 1989. The plan identifies a goal of making the different parts of the area work together as a multi-use hub, improving the commercial and industrial business environment, and upgrading housing. (General Plan) • In the downtown residential area, commercial and office uses are not permitted. The area allows up to 30 dwelling units per acre are permitted. (General Plan) • The maximum FAR is 3.0 in the downtown commercial district. (General Plan)

Local Planning Efforts ii • The City of South San Francisco plans to update the General Plan in 2007. • Future efforts include Downtown TOD Plan zoning update.

ZONE A: RAIL STATION

Information for Zone A includes the type of Caltrain service that is currently available, number of weekday boardings, station access, access modes, and planned station improvements.

November 2006 R-2 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

Location 590 Dubuque Avenue, South San Francisco The station is located east of US 101 under the Grand Avenue overpass.

Weekday Service During AM peak period (6 a.m. to 9 a.m.), limited stop trains stop at the station every 20 to 40 minutes in the northbound direction and every 60 minutes in the southbound direction. During PM peak period (4 p.m. to 7 p.m.), limited stop trains stop at the station every 60 minutes in the northbound direction and every 20 to 40 minutes in the southbound direction. During the midday period (9 a.m. – 4 p.m.), local trains stop at the station every 60 minutes in both directions.

Weekend Service Local trains serve the station every 60 minutes in both directions.

Weekday Boardings iii 521 (February 2006) The station is a destination station since the number of AM peak period boardings at the station is lower than the number of alightings.

Vehicle Access A Caltrain surface parking lot is located northwest of the station along Dubuque Avenue. It is accessed via Grand Avenue. The unpaved parking lot has approximately 75 spaces. Parking Occupancy Rate: 37%iv Caltrain Parking $2/day or $20/month (as of October 2006)

Transit Access The turning radius of the existing Caltrain Station driveway off Dubuque Avenue is too tight, making it impossible for

buses to access the station. The station relocation project will resolve this issue. The closest bus stops for Routes 292 and 397 are located on Airport Boulevard at Baden Avenue. The bus stops are located approximately 1,500 feet from the station. The closest bus stops for Routes 130, 132 and 133 are located at the Grand Avenue/Linden Avenue intersection area, approximately 2,100 feet from the station Passengers

connecting to all SamTrans routes must walk over the overpass.

November 2006 R-3 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

Transit Access (Continued) Sierra Point and Gateway Employer shuttles serve the station during peak hours. These shuttles provide free transportation to major employers, such as Genentech, Hitachi and Unysis. Currently, there are two other pilot shuttle routes serving the station. The city prefers that shuttle access be relocated to the downtown side of the station off of Airport Boulevard, to attract patrons to downtown businesses and activities.

Bicycle Access Lockers and racks are provided at the station. No bicycle parking related issues have been identified. U.S. 101 (Bayshore Freeway viaduct) and Grand Avenue overpass are barriers for bicycle access to the station from downtown South San Francisco. Bicyclists currently share a tight right-of-way with vehicles and pedestrians, which is a safety concern.

Pedestrian Access Pedestrian access to the station is poor from all directions. U.S. 101 is a visual barrier and the Grand Avenue overpass and Dubuque stairway are steep grades for pedestrians to traverse between the station and downtown South San Francisco.

Access for Persons with Currently, persons with limited mobility must board a shuttle Disabilities in downtown South San Francisco or the Oyster Point area to access the station. The station relocation project will provide direct ADA access to the station and a direct, accessible corridor linking downtown South San Francisco and Oyster Point.

Access to Existing Activity Although the station is located near the Grand Avenue Centers commercial district, the existing connection is poor for all modes of transportation. The station and the commercial district are separated by U.S. 101 and the Grand Avenue overpass. Oyster Point and the station are separated by the Caltrain tracks and freight railway yard.

Visual Access Due to elevated roadway structures, the existing station is almost completely hidden from view in all directions from major streets and highways.

November 2006 R-4 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

Access Mode Splitv The station is a Park and Ride Station since access by vehicular modes (“Drive Alone”, “Dropped off”, and “Carpool”) exceeds 50 percent.

Mode of Access Mode of Egress

7% 1% 5% 25% 27% Walk

Bicycle 16% Drive Alone

Carpool

Get dropped 9% 7% off/ Picked Up 61% Transit 7% 0.4% Other 0.4% 4%

31%

Planned Station The station relocation project will include replacement of the Improvements existing platforms and provide a grade-separated pedestrian crossing, meeting current safety objectives of Caltrain. The station will be relocated to the south, allowing direct access to the downtown area. A dedicated pedestrian and bicycle path via the Bay Trail will provide additional access to the station.

Infrastructure Impacts to the As the number of employees increase in the area, there will be Station an increased demand for an adequate formal shuttle pick-up and drop-off area. The city prefers this facility to be located on the downtown side of the station. Improved pedestrian and bicycle access is needed between the downtown and Oyster Point areas.

ZONES B & C: STATION AREA

November 2006 R-5 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

Zone B

Zone C

0% 20% 40% 60% 80% 100%

Single-family Residential Multi-family Residential Commercial Industrial Public/Institutional Low Intensity/Open Space Vacant Right of Way

Source: San Mateo County Assessor’s Office, July 2006.

The following map shows the station location, land use, and walk distances around the station (1/4 and 1/2-mile radii). Land use data is based on San Mateo County Assessor’s Office designations.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

November 2006 R-6 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

Urban Planning and Design The west side of the station can be characterized as small Context “main street” businesses in downtown area, centered on Grand Avenue corridor. The east side of the station can be characterized as large commercial developments, including hotel and offices, and mixed industrial uses.

Land Ownership The following map shows the station location, publicly-owned parcels, and walk distances around the station (1/4 and 1/2-mile radii). Ownership data was obtained from the San Mateo County Assessor’s Office. The publicly-owned parcels were categorized into four categories: 1) City or County, 2) SamTrans/JPB, and 3) BART, and 4) other public agencies. Other public agencies include special districts, utility agencies, state and federal governments, and other jurisdictions.

Source: San Mateo County Public Works Department and San Mateo County Assessor’s Office, 2006.

Construction Activitiesvi Recently Completed Projects Zone B (Within 3-5 years) • None Zone C • None

Planned Developments Zone B

• None

November 2006 R-7 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

Planned Developments Zone C (continued) • Home Depot at 900 Dubuque Avenue, South San Francisco - Construction of a 101,272 sf Home Depot Store and a 24,522 sf Garden Center (Under review) • Lowe’s at 600-790 Dubuque Avenue, South San Francisco - Construction of a 24,698 sf open garden center and a124,000 sf display area (Under review)

Infrastructure Impacts to the A new entry plaza would allow access to the station from Station Area downtown. The plaza would be an extension across Airport Boulevard of the Grand Avenue “main street” business corridor. Enhanced pedestrian-friendly streetscape improvements along Airport Boulevard (Grand Avenue to Baden Avenue) and East Grand Avenue (Caltrain corridor to Gateway Boulevard) would improve the quality of pedestrian/bicycle through connections between the downtown and Oyster Point areas.

MARKET ASSESSMENT

Market Potential by Land Use Typevii At the South San Francisco Caltrain Station, there is moderate potential for infill opportunities for higher-density residential to the west of the station due to the proximity of established residential areas with the 1/2 mile and the proximity to major employment centers. Intensification of biotech space to the northeast (Oyster Point) has moderate potential because of the existing cluster of biotech companies that are already established in the area and the availability of shuttle service from the station. Demand for retail business is fair because there the retail market in the area is somewhat saturated. Any new retail should focus on supporting surrounding residential and nearby employment centers.

November 2006 R-8 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

Market Potential: = Strong, = Moderate, = Fair, = Limited

Lower-density Residential Reinvestment Higher-density Residential A few smaller infill opportunities may exist to the west of the station Retail Some additional retail uses along Airport Boulevard may help to connect the station to Grand Avenue Office Intensification of biotech space to the northeast Institutional/Civic

TOD Opportunity Sites Realignment of the station will create the opportunity for improved connectivity between the station and the east and west sides of the tracks. Some opportunity for smaller commercial uses may exist immediately to the west of the station along Airport Boulevard abutting U.S. 101. Development in this area could be used to help “extend” the station across El Camino Real to create a stronger sense of connection to the Grand Avenue commercial district. The Grand Avenue commercial district appears to possess few retail vacancies, with a mix of retailers serving a moderate- income demographic. To the east of the station, the connections may be improved to the office users in this area, where significant new development is targeting bio-tech users. This focus could potentially be extended through replacement of warehousing and distribution facilities immediately to the south of the station with more transit-supportive bio-tech space. The city recognizes the long-term TOD potential of this area which is bounded by U.S. 101, Grand Avenue, and Gateway Boulevard.

City Contacts Susy Kalkin, City of South San Francisco Principal Planner (650) 877-8535 [email protected]

Mike Lappen, City of South San Francisco Planner (650) 877-8535 [email protected]

November 2006 R-9 San Mateo County TOD Opportunity Study Appendix R Final Report South San Francisco Caltrain Station

i 2000 Census, Strategic Economics 2006. ii City of South San Francisco, Interview with Susy Kalkin and Mike Lappen, May 26, 2006 iii Caltrain Annual Passenger Counts, February 2006. iv Caltrain Parking Occupancy Survey, July 2005 – January 2006. v Caltrain Origin and Destination Survey, 2004. vi City of South San Francisco, Interview with Susy Kalkin and Mike Lappen, May 26, 2006 vii Strategic Economics, 2006.

November 2006 R-10 San Mateo County TOD Opportunity Study Appendix S Final Report

APPENDIX S Core Working Group Marisa Cravens, ABAG Val Menotti, BART Bruno Peguese, BART Liam Cunningham, Caltrans Becky Frank, Caltrans Beth Thomas, Caltrans Tom Madalena, C/CAG Valerie Knepper, MTC Joe Hurley, San Mateo County Transportation Authority Duane Bay, County of San Mateo Department of Housing Dorcas Cheng-Tozun, County of San Mateo Department of Housing Janet Stone, County of San Mateo Department of Housing Chris Mohr, Housing Leadership Council San Mateo County

S-1 San Mateo County TOD Opportunity Study Appendix T Final Report

APPENDIX T TOD Partnership Committee Members

Name City Job Title Interview Neal Martin Atherton Planning Director 5/19/06

Carlos De Melo Belmont Community Development Director 5/24/06

Randy L. Breault Brisbane Director of Public Works/City Engineer 5/11/06 John Swiecki Planner

Meg Monroe Burlingame Declined

Andrea Ouse Town of Colma Deputy City Planner 5/19/06

Terry Sedik Daly City Director, Economic and Community Development 7/6/2006

Chip Taylor Menlo Park Transportation Manager 6/14/06 David Boesch Planner

Ralph Petty Millbrae Community Development Director 5/16/06

Susan Moeller Redwood City Redevelopment Manager 5/10/06

Tambri Heyden San Bruno Development Director 5/24/06 Mark Sullivan Planner

Elizabeth S.R. Cullinan San Carlos Planning Director 5/31/06

Stephen Scott San Mateo Principal Planner 5/10/06

Susy Kalkin South San Francisco Principal Planner 5/26/06 Mike Lappen South San Francisco Planner

Mark Duino County of San Mateo Manager of Long Range Planning 6/28/06

T-1 San Mateo County TOD Opportunity Study Appendix U Final Report

APPENDIX U TOD Partnership Committee Data Needs Request and Questionnaire

1. Governing land use documents (General Plan, Specific Area Plan, zoning, etc.)

2. Pertinent reference material

3. Land Use (within ½ mile radius of station) a. Existing land use (general strengths and weaknesses) b. Development projects in the pipeline c. Future plans (upcoming plans or updates to general or specific plans). d. Names of neighborhoods intersecting El Camino Real and their boundaries. e. Broker/developer contacts for residential and retail developments

4. Station Access Information (Accessibility/Mobility): What is the quality of or potential for improved station area access in your city? a. Walking b. ADA Accessibility c. Transit (bus/shuttle) d. Bicycle (access, parking) e. Pick up/drop off f. Vehicle parking (location, number of parking stalls)

5. Parking Management Strategy Do you have a parking management strategy/process?

Additional Questions • Would you like us to send you any information about TOD prior to our meeting (If yes, please let us know what type of information would be helpful)? • Can you share any past/present challenges or opportunities you have encountered regarding developing TOD in your city? • What is your perception about the local public/community attitude toward TOD in your city? • What information from the market assessment will be useful to you? • What kind of programs and policies at the regional level would most helpful to you? • Can you share your thoughts about station area and land use plans related to your city? • Can you provide us with the names of the active community based organizations/stakeholders currently participating in your community planning process? • There are multiple studies underway that affect the El Camino Real corridor; do you have any suggestions on how to make the coordination process easier for participating cities?

U - 1 San Mateo County TOD Opportunity Study Appendix V Final Report

APPENDIX V Summary of Developer Interviews

Name/Association: Mahshid Akhavan Contact Information: 408-358-8585 / [email protected] Current Project: Developing four single family homes on <1/2 acre in Mountain View Interview Date: March 15, 2007

She is an architect, and a four single-family home development in Mountain View is her first development as an investor. She is managing development and designing the homes. This is a single lot with an existing house that she is subdividing under zoning to fit four units. Because they require an access road, which will be split into a fifth parcel, she was subject to the public hearing process (not required for four parcel subdivision or less).

Biggest Challenge Her biggest challenge has been jumping through so many hoops and enduring the public hearing process. Repeated trips to the design review committee (DRC) have brought other neighbors out of the woodwork late in the process with new issues. For example, she had designed access to the homes to preserve on-site trees, which was acceptable to the DRC in the first DRC meeting, but in the second visit to the DRC, a neighbor complained that he did not want access to be adjacent to his parcel. She had to redesign, thereby eliminating trees, which was then a problem for the DRC. Well into the process, the city staff that was helping her left, and she was assigned a new planner who has a different set of issues and different priorities. Historic preservation has been an issue as well: when she first purchased the property, she was assured by the city that she could demolish it without any issues. When the city started updating its historic preservation report, she was told she had to wait until the report was updated before proceeding with the entitlements process. So far the entitlement process has taken 15 months, much longer than she anticipated given small size of the project.

Name/Association: David Irmer, The Innisfree Companies Current Project: Recently completed “On Broadway” movie theater/retail complex in Redwood City Contact Information: 415-332-6250/www.innisfreecompanies.com Interview Date: March 14, 2007

David has completed at least two projects in Redwood City, including Sequoia Station Shopping Center, and “On Broadway.” He is interested in doing a few more developments. He has also completed a project near a BART station in San Leandro. He has been developing in Redwood City for nearly 20 years.

Biggest Challenges Parcel Assembly: getting wary property owners to sell is one of the biggest challenges to parcel assembly. This process often takes a long time, and many of the larger developers do not have the time to deal with the assembly process, which requires substantial public outreach. His key to doing

V - 1 San Mateo County TOD Opportunity Study Appendix V Final Report this is to be involved in the community and establish a presence there. As he stated that, “if they hold a meeting to discuss my development, I will bring the donuts.”

In terms of development itself, he finds that for infill projects it is best to do outreach from the beginning; figure out what the community wants and build it. He selects architects who he feel work by the same principle. He brings the concept to the community and let them “flesh it out.” As a mid scale developer, he is able to spend the time on doing this as he has the financial resources well beyond smaller property owners.

Parking: Parking is the critical issue for smaller parcel development. It is extremely difficult to build underground parking because it “chews up the square feet on the surface with ramps.” As a general rule of thumb, he would not consider underground parking any projects with lots smaller than 10,000 square feet. These projects are generally therefore limited to a small FAR.

The “On Broadway” project was developed with an underground parking to serve the retail and theater. Additionally, the city enabled them to establish a shared parking strategy with another nearby parking structure that is used by local office tenants who use the parking during the day.

He has developed retail projects without on-site parking, but even today this is a hard sell for many retail tenants. His successes have been the result of “education and providing added value somewhere else.”

Solutions Parking: Publicly managed, centralized parking is critical to the success of infill development. This frees up surface area that would otherwise have to be used for retail parking. He is a big fan of Redwood City’s downtown parking management and of Dan Zack, the City’s Downtown Development Coordinator. At this point, he believes that cities need to plan for subsiding public lots and offering spaces either free or at a steep discount (one dollar or less) in Redwood City. He also believes that over time, as pay-for-parking becomes more of an expected culture in shopping in Redwood City and the city can make up its lost revenue on public parking garages by charging more.

Precise Plan: David is a big fan of Redwood City’s Downtown Precise plan, which is still in development. He thinks this level of detail in planning for infill development is critical because the city completes the Environmental Impact Report (EIR) approval process, and land becomes fully entitled for the types of development that the city would approve. This has several benefits:

• It reduces the overall cost and timeline of development: The costs of studies such as EIRs are rather fixed, and not necessarily proportional to the size of the development, so removing these costs can make a big difference for a small parcel developer. The shortened time frame for development is critical as well. It took David 11 years to build Sequoia Station and 8 years to build “On Broadway.” • It removes the risk for developers. The precise plan also enables potential developers to know exactly what is allowed and what they will need to do in the process to become entitled. This is especially important for the smaller scale developers or one-time investors who are more likely to develop parcels smaller than ½ acre.

V - 2 San Mateo County TOD Opportunity Study Appendix V Final Report

• It increases potential sales prices for property owners: By owning a piece of land that is essentially entitled for development, property owners who are looking to sell may find that the value of their land increases. Increased sales prices may be enough of an incentive to encourage some property owners to sell to a developer who is interested in assembling land.

Construction Costs: Underground Parking: $30,000/space, and up to 350 square feet/space, including circulation and supporting elements Structured Parking (Above ground): $15,000/space Surface Parking: $10/square foot or ~$3,500/space, including amenities such as tree islands.

Mixed use multi story building: $175/square foot Retail: $125/square foot was his cost for On Broadway core and shell. On top, $25 tenant improvement (TI) allowance per square feet and many retailers will invest $50 to $300 per square foot in TI. He knows that Chili’s invested $175 per square foot in TI in On Broadway.

Name/Association: Joseph Bellomo, Bellomo Architects Contact Information: 650-326-0374 / [email protected] Current Project: Developing mixed-use building next to the Palo Alto Caltrain station. Interview Date: March 15, 2007

Palo Alto: Joseph is a developer and architect. He is developing a mixed use development with retail, office and residential components, including three “penthouse” residential units, rooftop garden, and parking structure. All green building.

City Redevelopment Agency assembled two lots into 11,000 square feet. Building will be 28,000 square feet, and there will be a ground level plaza of 3,000 square feet. Building will be first in Palo Alto to break through 50 feet height limit.

Parking is accommodated through the use of parking lifts. Parking is only provided on-site for residents. Joseph believes parking lifts can make a project feasible down to a minimum 6,000 square foot lot. In order to make this financially feasible, the residential units are essentially two-level penthouses or “pods.” The project would not have worked without luxury units.

This development has met with only positive support within the city. The development is currently under construction and the entitlement process took 1.5 years. They will begin construction on phase II in three months, and will be complete with the project by January 2009.

Mountain View: This development is occurring on only one parcel. Joseph believes that the project would have been much more successful if it had been assembled with the adjacent parcel. Two years prior to this development the adjacent parcel was on the market and sold to a developer who built a strip retail center. Joseph believes that if the real estate brokers or city had been aware of this and made it public information, the assembly could have happened and significantly benefited the City and neighborhood.

V - 3 San Mateo County TOD Opportunity Study Appendix V Final Report

This project includes essentially the same square footage and uses, but on a parcel that is twice the size. Parking is subterranean for residential, and surface for retail.

Challenges Public Hearing: Joseph found that areas around transit seem to be less subject to NIMBY attitudes from neighboring owners. He has not encountered a lot of opposition to his developments. He believes this is in part because of the commercial nature of the surrounding area, but also thinks the transit plays an important role in appeasing typical issues in the community regarding parking and height limits.

Solutions Get the right developer: One of the keys to getting infill and assembly to work is attracting credible developers who are willing to work closely with the community.

City Staff has to be strategic and have a thorough understanding of the ordinance and entitlement process: Staff should be up front about what it will take for a development to become entitled, and have strategies to help shepherd desirable development through the entitlement process. He has had positive experiences working with City staff that know where leeway is in the development process and are committed to encouraging quality development.

Maintain an inventory of available and underutilized parcels.

Establish public parking for retail space. The Palo Alto project does not include retail parking. Instead, it is located within the Palo Alto’s parking assessment district. This was critical for making the Palo Alto project work.

Costs: Information not available.

Name/Association: Brad Blake, Blake Hunt Ventures. Contact Information: [email protected] Recent Projects: Partnered with David Irmer on “On Broadway” development. He is interested in SamTrans owned parcel near Redwood City station. He has also built in Walnut Creek and elsewhere, predominantly commercial buildings.

While Blake Hunt Ventures has done considerable development in the Bay Area, they have never built on a parcel smaller than two acres. He says this is for several reasons that he get at the challenges at doing this type of development:

Parking is a major challenge, and it is rarely efficient to build underground parking; Getting entitlements on most developments up to 100,000 square feet essentially takes the same amount of time and resources, so it is inefficient to do smaller developments where the developer fee is smaller for the same effort.

V - 4 San Mateo County TOD Opportunity Study Appendix V Final Report

As a result of this, Brad notes that many of the people doing this type of work are local and not well capitalized.

While Brad has participated in a number of parcel assembly deals, they have all involved the use of redevelopment and the “threat” of eminent domain at the very least. The types of parcels assembled are always nonresidential and significantly underutilized.

With residential parcels and no involvement from the city, assembly is extremely difficult and risky for a developer. Balancing multiple parcel transactions in the private market is risky because only one property deal has to fall through to make a project infeasible. Such parcel assembly deals can take years without public involvement.

Construction Costs: $220 to $250 for shell and interiors of residential development.

Name/Association: Alex Lirisman, Forum Design Architects, San Francisco. Contact Information: 415-252-7063 Current Projects: Designing and seeking approvals on the Bocci property near Colma BART (7778 El Camino Real).

Alex is working for a developer who has assembled several parcels in both San Mateo and San Francisco Counties. The Bocci property development includes 24 residential units ranging from 1,500 to 2,000 square feet, as well as 3,500 square feet of commercial. Residential parking is underground, and retail parking is accommodated in a surface lot at a ratio of 3 spaces per 1,000 square feet. Assembly of parcels was privately done, according to Alex.

Construction costs are at a minimum $300 per square foot including the costs of underground parking.

V - 5 San Mateo County TOD Opportunity Study Appendix W Final Report

APPENDIX W

Financial Analysis Methodology Methodology For all three Lot Sizes described in Chapter 5, Strategic Economics used the land residual analysis method to evaluate the financial feasibility of development on the site. The “residual land value” of a property is derived by estimating the value of the total development and then deducting the costs associated with building the project. These costs include all of the direct and indirect costs of development, as well as the developer’s profit margin.40 The remaining dollar value is an estimate of the land cost the project can support. If the residual land value is comparable with current land prices, the project is feasible. If the land value is below current land values or negative, the project is infeasible.

It should be noted that the land residual analyses are planning-level estimates intended to indicate generally whether various development programs are likely to be feasible, not the exact revenues that could be generated from development. To determine project feasibility, Strategic Economics compared the results of the land residual analyses to recent land sales in the three jurisdictions in San Mateo County. The average land price for comparable properties was $32 per square foot. Key Development Program Assumptions: 1.3 Parking Spaces Per Unit The parking ratio of 1.3 parking spaces per dwelling unit was selected because it is a relatively aggressive number but one that is realistic and achievable in San Mateo County. While some areas in the county have a more typical two spaces per unit near transit stations, there are others still that require only 0.75 spaces per dwelling unit. Based on the developer interviews, the existing parking ratios for infill developments were too high to be financially feasible. Then, we looked at other suburban locations in Bay Area. Pleasant Hill BART TOD developments initially provided 1.5 parking spaces per dwelling unit, and developers found that there was a great surplus of parking. When the parking ratio was lowered to 1.25 parking spaces per dwelling unit, it was found to be too low. It seems to date, at Pleasant Hill BART, that 1.3 is the ratio that accommodates suburban parking needs while lowering overall ratios to account for improved transit accessibility. Given the close proximity to transit of the sites under review in this analysis, an aggressive parking ratio is appropriate, since trips on transit will offset the necessity of some car trips. Residential Units Are Condominiums Before beginning the financial analysis of the development scenarios described in this document, Strategic Economics conducted a comparative analysis of the values of apartments and condominiums in the three jurisdictions in San Mateo County. By capitalizing the current costs per square foot for rental property (less vacancy and operating expenses), Strategic Economics determined the capitalized value per square foot for apartment products in the key cities. Using current costs per square foot for condominiums (less marketing costs and commissions) to estimate the market price of condominium units, Strategic Economics determined the net revenue per square foot for condominiums. A comparison of these figures showed that given current market conditions,

40Direct costs include construction costs and contractor fees; indirect costs include all other costs such as architect and engineering fees, legal costs, insurance, taxes and other miscellaneous costs.

W-1 San Mateo County TOD Opportunity Study Appendix W Final Report condominiums are a more lucrative, and therefore more financial feasible, product than apartments, see Table W-1. While the apartment market in the San Francisco Bay Area is improving, rents have remained relatively flat for the past several years, and in the meantime construction costs have increased. As a result, apartment rents are not high enough in most areas to support the cost of higher-density construction, in particular the cost of structured parking (approximately $35,000 to $45,000 per space). Most new apartment projects that are being built outside of major cities are on larger sites that can accommodate less expensive surface parking. Due to the small size of the lots considered in this analysis and the various constraints on them, their financial feasibility rests with their ability to maximize revenues. For this reason, each analysis assumed the inclusion of condominiums in the development program and not apartments. Five-Story Height Limit Five stories was selected as the maximum number of stories for the structures considered in this analysis because it offers the potential for intensive development while remaining realistic given the reality of existing policies and conditions in San Mateo county. This height falls in the high range of most current practices but is compliant with many existing policies. Retail Uses Have On-Street Parking While current practices in San Mateo county require anywhere from 1 space for every 166 commercial square feet to 1 space for every 400 square feet, the financial feasibility analyses assume no dedicated parking on the site for retail uses. This assumption is largely driven by the physical constraints of the site that simply do not allow for any additional parking. Further, since the residential uses are more valuable to the developer than commercial ones, the economics of these real estate transactions do not compel developers to build commercial parking spaces in-lieu of residential ones. Financial Analysis Assumptions Following is a discussion of key assumptions about development costs and project value used to analyze the financial feasibility of the development scenarios. The full financial analyses are provided at the end of Appendix W. Development Costs Development costs include the hard costs of construction (e.g., materials and labor); soft costs such as permits, fees and taxes; and financing costs. The estimated development cost was the same for both the apartment and condominium options in Lot Size 1. Major assumptions about development costs are described below, and shown in the financial analysis at the end of Appendix W. Hard Costs Strategic Economics estimated hard costs for each of the development scenarios based on published construction cost indices, interviews with local developers, and recent experience with similar projects in the Bay Area.41

41 It should be noted that the cost estimates used in this analysis are planning level estimates, prepared without the benefit of a full engineering site assessment. As such, they do not take into account any special site conditions that are unknown at the present time that could be encountered, such as special grading and fill, environmental mitigation or any other extraordinary development costs. While we believe the estimates used in

W-2 San Mateo County TOD Opportunity Study Appendix W Final Report

For all scenarios, the site development cost (clearing, grading, etc.) was assumed to be $10 per square foot. The construction cost for the building was estimated to be $220 per square foot for residential uses and $195 per square foot for commercial uses. The cost for tenant improvements to retail space borne by the developer was estimated at $25 per square foot. Parking costs were estimated at $35,000 per space for podium parking and $45,000 per space for underground parking. Landscaping was assumed to cost $36 per square foot. Soft Costs Estimated soft costs include permits, development fees, architectural fees, engineering fees, developer overhead, insurance, taxes, legal, accounting fees, and marketing costs. Permits and development impact fees were estimated based on typical fee schedules in San Mateo County. The remainder of the soft costs were estimated based on standard industry ratios and conversations with local developers, and calculated as a percentage of hard costs. The developer fee was estimated as twelve percent of total development costs. Financing Costs Financing costs were estimated assuming that a construction loan would be obtained for 80 percent of the cost of development (not including the developer fee), for a term of 12 months, with a 7.5 percent interest rate and a one percent loan fee. Given that the construction loan would be drawn down over the course of the project, the total financing cost was estimated assuming an average outstanding loan balance of 55 percent. Project Value As mentioned earlier, the residual land value of a property is calculated by subtracting the estimated development costs (described above) from the estimated value of the property. The value of condominium units was estimated based on their expected sale prices. The value of apartments and retail space were estimated using the income capitalization approach, wherein the value is estimated based on expected ongoing revenues from the space. The revenue assumptions used apartments versus condominiums are detailed in Table W-1.

Condominiums

The estimated sale price of condominium units was $550 per square foot, or $567,000 for the average unit size of 1,062 square feet.

Apartments

Apartment rents were estimated at $3.00 a square foot, or $3,186 a month. The net income from apartments was estimated assuming five percent vacancy and operating expenses equal to 30 percent of gross income. The value of the units was estimated using a seven percent capitalization rate. The capitalization rate is a standard industry ratio that represents the relationship between the net operating income of an income-producing property and its current estimated value. This yielded

this analysis are reasonable based on the available information, actual costs could be higher or lower, and this could impact the feasibility of development on the site.

W-3 San Mateo County TOD Opportunity Study Appendix W Final Report

estimated values of $334 a square foot or $355,000. These values are significantly below the expected values from condominium units.

Retail

Based on comparable properties in the market area and conversations with local real estate experts, the rent for the retail component of the mixed-use project was estimated at $2.75 per square foot per month (triple net), with an average vacancy rate of five percent. Operating expenses not paid by the tenant were estimated at ten percent of revenue. The value of the retail component was estimated assuming an 8.5 percent capitalization rate. Based on this calculation, the value of retail development was estimated to be $330 per rentable square foot (see Table W-1). Table W-1: Estimated Value of Residential and Retail Uses

Apartments

A ssumpti ons Vacancy 5% of gross revenue Operating Expenses 30% of gross revenue Capitalization Rate 7% (applied to NOI) Monthly Rent $3.00 sq. ft.

1 BR 2 BR Unit Size (SF) 1,062 1,300 Monthly Rent $3,186 $3,900 Gross Annual Res. Income $38,232 $46,800 Less Vacancy ($1,912) ($2,340) Less Operating Expenses ($11,470) ($14,040) Net Operating Income $24,851 $30,420 Capitalized Value per Unit $355,011 $434,571 Capitalized Value per SF $334 $334

Market Rate Condominiums Affordable Condos

1 BR 2 BR 1 BR 1 BR Price/ SF $550 $550 $275 $214 Unit Size (SF) 1,062 1,300 1,062 1,062 Sale Price $584,100 $715,000 $291,859 $227,003 Less M ktg & Commi ssi ons (3 %) ($ 1 7 , 5 2 3 ) ($21,450) ($8,756) ($6,810) Net Revenue per Unit $566,577 $693,550 $283,103 $220,192

Reta il A ssumpti ons Monthly Rent (N N N ) Per SF $2.75 Vacancy Percent GPI 5.0% Non-Reimbursable Expenses Percent GPI 10.0% Capitalization Rate Percent 8.5%

Esti ma ted Va l ue Gross Annual Retail Income Per SF $33.00 Less Retai l Vacancy Per SF ($ 1 . 6 5 ) Less N on-Rei mbursable Exp Per SF ($3.30) Net Operating Income Per SF $28.05 Capitalized Value Per SF $330.00 Source: Strategic Economics, 2007.

W-4 San Mateo County TOD Opportunity Study Appendix W Final Report

Tables for Financial Analysis Table W-2 provides a summary of all the programs considered. Table W-3 summarizes residual value per square foot by development scenarios. Financial analysis tables for each development scenario are included on the following pages. Tables W-4 through 14 provides detailed calculation for each development scenario.

Table W-2 Summary of Development Scenarios Summary of Development Programs No. No. Residual No. Affordable Pa r k i n g No. Mixed Residua l La nd La n d V a l u e Financially Units Units Spaces Stori es Use Value Per Sq. Ft. Feasible? 25x100': Residential 4 0 6 3 No $235,859 $94.34 Y 50x100': Residential 8 0 11 3 No $524,971 $104.99 Y 50x100': Mixed-Use 4 0 5 2 Yes $231,899 $46.38 Y 100x100': Residential with Podium Parking 17 0 23 4 No $664,174 $66.42 Y 100x100': Residential with Underground Parking 17 0 23 3 No $460,144 $46.01 Y 100x100': Residential with Stacked Parking 32 0 42 5 No $2,039,024 $ 203.90 Y 100x100': Mixed-Use with Underground Parking 16 0 21 2 Yes $705,885 $70.59 Y 100x100': Residential with Stacked Parking and $150,000 In-Lieu Fee 32 0 42 5 No $1,164,584 $116.46 Y 100x100': Residential with Stacked Parking and $43,127 In-Lieu Fee 32 0 42 5 No $428,487 $42.85 Y 100x100': Residential with Stacked Parking and 15% Affordable 32 5 42 5 No $376,378 $37.64 Marginal 100x100': Residential with Stacked Parking and 20% Affordable 32 6 42 5 No $224,791 $22.48 N Notes: *The average price of land in the areas under consideration is approximately $32 per square foot. Commercial rents in these areas are approximately $2.75 per square foot. Source: Strategic Economics, 2007.

W-5 San Mateo County TOD Opportunity Study Appendix W Final Report

Table W-3: Summary of Residual Value per Square Foot by Development Scenarios Development Scenario Lot Size One: Lot Size Two: Lot Size Three: 25’ by 100’ 50’ by 100’ 100’ by 100’ Residential Development Podium Parking $94.34 $104.99 $66.42 Mixed-Use Development Podium Parking X $46.38 NA Residential Development Underground Parking X X $46.01 Mixed-Use Development Underground Parking X X $70.59 Residential Development Underground & Podium Parking X X $203.90 Mixed-Use Development Underground & Podium Parking X X NA Residential Development Underground & Podium Parking X X $37.64 15% Inclusionary Housing Residential Development Underground & Podium Parking X X $22.48 20% Inclusionary Housing Residential Development Underground & Podium X X $116.46 Parking Payment of $150,000In-Lieu Fee Residential Development Underground & Podium X X $42.85 ParkingPayment of In-Lieu Fee Source: Strategic Economics, 2007.

W-6 San Mateo County TOD Opportunity Study Appendix W Final Report

25 X 100': Residential Table W-4: 25 feet by 100 feet Lot Lot Size 25 100 feet (Residential + Podium Parking) DEVELOPM ENT PROGRAM & ASSUM PTION S – Land Residual Value Analysis Pa r c el Si z e (SF) 2 , 5 0 0 O pen Space (SF) Total Possible Residential SF 7,500

Height # Stories 3

Com m e r cia l G ross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 0 Required Parking 0

Residentia l - Apa rtm ents Total Pk g Unit Type To ta l Uni ts Unit Size Net SF Gross SF Pk g / U n i t Needed Layout 1 4 1,062 4,248 4,998 1.3 5.2 Layout 2 (Affordable Units) 0 1,062 0 0 1.3 0 Total 4 - 4,248 4,998 - 5.2

Pa rk ing Summa ry ` Po d i um Pa r k i n g 6 Underground Parking Option To ta l 6

DEVELOPM ENT PRO FORM A

Amt Unit Total Re v e n u e Layout 1 $566,577 per Unit $2,266,308 Layout 2 $283,103 per Unit $0 Commercial $0 per N et SF $0 Total Revenue $2,266,308

Hard Costs Site work $10 per SF $25,000 Dir Costs - Residential $220 per Bldg SF $1,099,482 Dir Costs - Commercial $195 per Bldg SF $0 Commercial TI $25 per N et SF $0 Underground Parking $45,000 per Space Podium $35,000 per Space $210,000 Landscaping $36 per SF $0 Total Hard Costs $1,334,482

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $40,034 In-Lieu Fee $0 per Space $0 Architecture/ Engineering 4.5% % Hard Costs $60,052 Developer Overhead 3.0% % Hard Costs $40,034 Other Indirect Costs 20.0% % Hard Costs $266,896 Total Soft Costs $407,017

Fi na nci ng Co sts Construction Loan Fee 1% % of Loan $13,932 Construction Interest 7.5% Rate $57,469 Total Financing Costs $71,401

Subtotal Above Costs $1,812,901 Developer Fee 12% % Total Costs $217,548

Total Revenue $2,266,308 Total Costs $2,030,449 Residual Land Value $235,859 Per SF $94.34

W-7 San Mateo County TOD Opportunity Study Appendix W Final Report

50x100': Residential Table W-5: 50 feet by 100 feet Lot Lot Size 50 100 feet (Residential + Podium Parking)

DEVELOPM ENT PROGRAM & ASSUM PTION S – Land Residual Value Analysis Parcel Size (SF) 5,000 Open Space (SF) Total Possi ble Resi denti al SF 15,000

Height # Stories 3

Com m er cia l G ross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 0 Required Parking 0

Residential - Apartments Total Pkg Unit Type To ta l Uni ts Unit Size Net SF G ross SF Pk g / Un i t N eeded Layout 1 8 1,062 8,496 9,995 1.3 10.4 Layout 2 (Affordable) 0 1,062 0 0 1.3 0 Total 8 - 8,496 9,995 - 10.4

Parking Summary ` Podium Parking 11 To ta l 1 1

DEVELOPM ENT PRO FORM A

Amt Unit Total Re v e n u e Layout 1 $566,577 per Unit $4,532,616 Layout 2 $283,103 per Unit $0 Commercial $0 per Net SF $0 To ta l Revenue $4,532,616

Hard Costs Si te w ork $10 per SF $50,000 Dir Costs - Residential $220 per Bldg SF $2,198,965 Dir Costs - Commercial $195 per Bldg SF $0 Commercial TI $25 per N et SF $0 Underground Parking $45,000 per Space Podium $35,000 per Space $385,000 Landscaping $36 per SF $0 To ta l H a r d C o sts $2,633,965

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $79,019 In-Lieu Fee $0 per Space $0 Architecture/ Engineering 4.5% % Hard Costs $118,528 Developer Overhead 3.0% % Hard Costs $79,019 Other Indirect Costs 20.0% % Hard Costs $526,793 Total Soft Costs $803,359

Financing Costs Construction Loan Fee 1% % of Loan $27,499 Construction Interest 7.5% Rate $113,432 Total Financing Costs $140,930

Subtotal Above Costs $3,578,254 Developer Fee 12% % Total Costs $429,391

Total Revenue $4,532,616 Total Costs $4,007,645 Residual Land Value $524,971 Per SF $104.99

W-8 San Mateo County TOD Opportunity Study Appendix W Final Report

50x100': Mixed-Use Table W-6: 50 feet by 100 feet Lot Lot Size 50 100 feet (Mixed-Use + Podium Parking)

DEVELOPM ENT PROGRAM & ASSUM PTION S – Land Residual Value Analysis Parcel Size (SF) 5,000 Open Space (SF) 0 Total Possible SF 10,000

Height # Stories 2

Com m er cia l G ross SF 2,000 Efficiency Ratio 90% Net SF 1,800 Parking Ratio (Spaces per 1,000 0 Required Parking 0

Residential - Apartments Total Pkg Unit Type To ta l Uni ts Unit Size Net SF G ross SF Pk g / Un i t N eeded Layout 1 4 1,062 4,248 4,998 1.3 5.2 Layout 2 (Affordable) 1,062 0 0 1.3 0 Total 4 - 4,248 4,998 - 5.2

Parking Summary Podium Parking 5 Underground Parking Option To ta l 5

DEVELOPM ENT PRO FORM A

Amt Unit Total Re v e n u e Layout 1 $566,577 per Unit $2,266,308 Layout 2 $283,103 per Unit $0 Commercial $330 per Net SF $594,000 Total Revenue $2,860,308

Hard Costs Si te w ork $10 per SF $50,000 Dir Costs - Residential $220 per Bldg SF $1,099,482 Dir Costs - Commercial $195 per Bldg SF $351,000 Commercial TI $25 per N et SF $45,000 Underground Parking $45,000 per Space Podium Parking $35,000 per Space $182,000 Landscaping $36 per SF $0 Total Hard Costs $1,727,482

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $51,824 In-Lieu Fee $0 per Space $0 Architecture/ Engineering 4.5% % Hard Costs $77,737 Developer Overhead 3.0% % Hard Costs $51,824 Other Indirect Costs 20.0% % Hard Costs $345,496 Total Soft Costs $526,882

Financing Costs Construction Loan Fee 1% % of Loan $18,035 Construction Interest 7.5% Rate $74,394 Total Financing Costs $92,429

Subtotal Above Costs $2,346,793 Developer Fee 12% % Total Costs $281,615

Total Revenue $2,860,308 Total Costs $2,628,409 Residual Land Value $231,899

Per SF $46.38

W-9 San Mateo County TOD Opportunity Study Appendix W Final Report

100x100': Residential with Podium Parking Table W-7: 100 feet by 100 feet Lot (Residential + Podium Parking) Lot Size 100 100 feet – Land Residual Value Analysis DEVELOPMENT PROGRAM & ASSUMPTIONS Parcel Size (SF) 10,000 Open Space (SF) 8,779 Total Possible Residential SF 40,000

Height # Stories 4

Commercial Gross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 0 Re q u i r e d Pa r k i n g 0

Residential - Apartments Total Pk g Unit Type To ta l Uni ts Unit Size Net SF Gross SF Pkg / Un i t N eeded Layout 1 17 1,062 18,054 21,240 1.3 22.1 Layout 2 (Affordable) 0 1,062 0 0 1.3 0 Total 17 - 18,054 21,240 - 22.1

Pa rk ing Summa ry ` Po d i um Pa r k i n g 2 3 Underground Parking Option To ta l 2 3

DEVELOPM ENT PRO FORMA

Amt Unit Total Revenue Layout 1 $566,577 per Unit $9,631,809 Layout 2 $283,103 per Unit $0 Commercial $330 per Net SF $0 Total Revenue $9,631,809

Hard Costs Site work $10 per SF $100,000 Dir Costs - Residential $220 per Bldg SF $4,672,800 Dir Costs - Commercial $195 per Bldg SF $0 Commercial TI $25 per Net SF $0 Underground Parking $45,000 per Space $0 Podium $35,000 per Space $805,000 Landscaping $36 per SF $316,044 Total Hard Costs $5,893,844

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $176,815 In-Lieu Fee $0 per Space $0 Architecture/ Engineering 4.5% % Hard Costs $265,223 Developer Overhead 3.0% % Hard Costs $176,815 Other Indirect Costs 20.0% % Hard Costs $1,178,769 Total Soft Costs $1,797,622

Financing Costs Construction Loan Fee 1% % of Loan $61,532 Construction Interest 7.5% Rate $253,818 Total Financing Costs $315,350

Subtotal Above Costs $8,006,817 Developer Fee 12% % Total Costs $960,818

Total Revenue $9,631,809 Total Costs $8,967,635 Residual Land Value $664,174 Per SF $66.42

W-10 San Mateo County TOD Opportunity Study Appendix W Final Report

100x100': Residential with Underground Parking Table W-8: 100 feet by 100 feet Lot Lot Size 100 100 feet (Residential + Underground Parking) DEVELOPM ENT PROGRAM & ASSUM PTION S – Land Residual Value Analysis Parcel Size (SF) 10,000 Open Space (SF) 6,115 Total Possible Residential SF 30,000

Height # Stories 3

Commercial G ross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 0 Required Parking 0

Residential - Apartments Total Pk g Unit Type To ta l Uni ts Unit Size Net SF Gross SF Pkg / Un i t Needed Layout 1 17 1,062 18,054 21,240 1.3 22.1 Layout 2 (Affordable) 0 1,400 0 0 1.3 0 Total 17 - 18,054 21,240 - 22.1

Parking Summary ` Po d i um Pa r ki ng 0 Underground Parking Option 23 To ta l 2 3

DEVELOPM ENT PRO FORM A

Amt Unit Total Re v e n u e Layout 1 $566,577 per Unit $9,631,809 Layout 2 $283,103 per Unit $0 Commercial $330 per N et SF $0 To ta l Revenue $9,631,809

Hard Costs Si te w ork $10 per SF $100,000 Dir Costs - Residential $220 per Bldg SF $4,672,800 Di r Costs - Commerci al $ 1 9 5 per Bldg SF $ 0 Commercial TI $25 per Net SF $0 Underground Parking $45,000 per Space $1,035,000 Podium $35,000 per Space $0 Landscaping $36 per SF $220,140 Total Hard Costs $6,027,940

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $180,838 In-Lieu Fee $0 per Space $0 Architecture/ Engineering 4.5% % Hard Costs $271,257 Developer Overhead 3.0% % Hard Costs $180,838 Other Indirect Costs 20.0% % Hard Costs $1,205,588 To ta l So f t C o sts $1,838,522

Fi na nci ng C o sts Construction Loan Fee 1% % of Loan $62,932 Construction Interest 7.5% Rate $259,593 Total Financing Costs $322,525

Subtotal Above Costs $8,188,987 Developer Fee 12% % Total Costs $982,678

Total Revenue $9,631,809 Total Costs $9,171,665 Residual Land Value $460,144 Per SF $46.01

W-11 San Mateo County TOD Opportunity Study Appendix W Final Report

100x100': Stacked Parking

Lot Size 100 100 feet Table W-9: 100 feet by 100 feet Lot (Residential + Stacked Parking) DEVELOPMENT PROGRAM & ASSUMPTIONS Parcel Size (SF) 10,000 – Land Residual Value Analysis O pen Space (SF) Total Possi ble Resi denti al SF 50,000

Height # Stories 5

Com m ercia l G ross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 0 Required Parking 0

Residential - Apartments Total Pkg Unit Type To ta l Uni ts Unit Size Net SF G ross SF Pkg / Uni t Needed Layout 1 32 1,062 33,984 39,981 1.3 41.6 Layout 2 (Affordable) 0 1,400 0 0 1.3 0 Total 32 - 33,984 39,981 - 41.6

Parking Summary ` Po d i um Pa r k i n g 2 1 Underground Parking Option 21 To ta l 4 2

DEVELOPM ENT PRO FORMA

Amt Unit Total Re v e n ue Layout 1 $566,577 per Unit $18,130,464 Layout 2 $283,103 per Unit $0 Commercial $330 per Net SF $0 Total Revenue $18,130,464

Hard Costs Site work $10 per SF $100,000 Dir Costs - Residential $220 per Bldg SF $8,795,859 Dir Costs - Commercial $195 per Bldg SF $0 Commercial TI $25 per Net SF $0 Underground Parking $45,000 per Space $945,000 Podium $35,000 per Space $735,000 Landscaping $36 per SF $0 To ta l H a r d C o sts $10,575,859

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $317,276 In-Lieu Fee $0 per Space $0 Architecture/ Engineering 4.5% % Hard Costs $475,914 Developer Overhead 3.0% % Hard Costs $317,276 Other Indirect Costs 20.0% % Hard Costs $2,115,172 Total Soft Costs $3,225,637

Fi na nci ng C o sts Construction Loan Fee 1% % of Loan $110,412 Construction Interest 7.5% Rate $455,449 To ta l Fi na nci ng C o sts $565,861

Subtotal Above Costs $14,367,357 Developer Fee 12% % Total Costs $1,724,083

Total Revenue $18,130,464 Total Costs $16,091,440 Residual Land Value $2,039,024 Per SF $203.90

W-12 San Mateo County TOD Opportunity Study Appendix W Final Report 100x100':Mixed-Use with Underground Parking

Lot Size 100 100 feet Table W-10: 100 feet by 100 feet Lot (Mixed-Use + Underground Parking) – Land Residual Value Analysis DEVELOPM ENT PROGRAM & ASSUM PTION S Parcel Size (SF) 10,000 O pen Space (SF) 1,000 Total Possi ble Resi denti al SF 20,000

Height # Stories 2

Com m ercia l Gross SF 5,400 Efficiency Ratio 90% Net SF 4,860 Parking Ratio (Spaces per 1,000 0 Required Parking 0

Residential - Apartments Total Pkg Unit Type To ta l Uni ts Unit Size Net SF G ross SF Pkg / Un i t N eeded Layout 1 16 1,062 16,992 19,991 1.3 20.8 Layout 2 (Affordable) 0 1,062 0 0 1.3 0 Total 16 - 16,992 19,991 - 20.8

Pa rk ing Summa ry ` Po d i um Pa r k i ng Underground Parking Option 21 To ta l 2 1

DEVELOPM ENT PRO FORM A

Amt Unit Total Re v e n u e Layout 1 $566,577 per Unit $9,065,232 Layout 2 $283,103 per Unit $0 Commercial $330 per Net SF $1,603,800 Total Revenue $10,669,032

Hard Costs Site work $10 per SF $100,000 Di r Costs - Resi denti al $ 2 2 0 p er Bld g SF $4,397,929 Di r Costs - Commerci al $ 1 9 5 p er Bld g SF $947,700 Commercial TI $25 per Net SF $121,500 Underground Parking $45,000 per Space $945,000 Podium $35,000 per Space Landscaping $36 per SF $36,000 Total Hard Costs $6,548,129

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $196,444 In-Lieu Fee $0 per Space $0 Architecture/ Engineering 4.5% % Hard Costs $294,666 Developer Overhead 3.0% % Hard Costs $196,444 Other Indirect Costs 20.0% % Hard Costs $1,309,626 To ta l So f t C o sts $1,997,179

Fi na nci ng C o sts Construction Loan Fee 1% % of Loan $68,362 Construction Interest 7.5% Rate $281,995 To ta l Fi na nci ng C o sts $350,358

Subtotal Above Costs $8,895,667 Developer Fee 12% % Total Costs $1,067,480

Total Revenue $10,669,032 Total Costs $9,963,147 Residual Land Value $705,885 Per SF $70.59 W-13 San Mateo County TOD Opportunity Study Appendix W Final Report

100x100': Residential with Stacked Parking and 15% Affordable

Lot Size 100 100 Table W-11: 100 feet by 100 feet Lot (Mixed-Use + Underground Parking + DEVELOPMENT PROGRAM & ASSUMPTIONS 15% Affordable Housing) Parcel Size (SF) 10,000 – Land Residual Value Analysis Open Space (SF) Total Possi ble Resi denti al SF 50,000

Height # Stories 5

Commercial G ross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 0 Re q ui r e d Pa r k i n g 0

Residential - Apartments Total Pk g Unit Type To ta l Uni ts Unit Size Net SF Gross SF Pk g / Un i t N eeded Total Number of Units 32 1,062 33,984 39,981 1.3 42 MR Units 27 1,062 28,886 33,984 1.3 35 Affordable Units 5 1,062 5,098 5,997 1.3 6

Parking Summary ` Podium Parking 21 Underground Parking Option 21 To ta l 4 2

DEVELOPM ENT PRO FORMA

Amt Unit Total Re v e n u e Layout 1 $566,577 per Unit $15,410,894 Affordable Units $220,192 per Unit $1,056,924 Commercial $330 per N et SF $0 To ta l Revenue $16,467,818

Hard Costs Si te w ork $10 per SF $100,000 Di r Costs - Resi denti al $ 2 2 0 per Bldg SF $8,795,859 Dir Costs - Commercial $195 per Bldg SF $0 Commercial TI $25 per Net SF $0 Underground Parking $45,000 per Space $945,000 Podium $35,000 per Space $735,000 Landscaping $36 per SF $0 Total Hard Costs $10,575,859

Soft Costs Permit Fees/Impact fees 3.0% % Hard Costs $317,276 In-Lieu Parking Fee $43,167 per Space Architecture/ Engineering 4.5% % Hard Costs $475,914 Developer Overhead 3.0% % Hard Costs $317,276 Other Indirect Costs 20.0% % Hard Costs $2,115,172 Total Soft Costs $3,225,637

Financing Costs Construction Loan Fee 1% % of Loan $110,412 Construction Interest 7.5% Rate $455,449 Total Financing Costs $565,861

Subtotal Above Costs $14,367,357 Developer Fee 12% % Total Costs $1,724,083

Total Revenue $16,467,818 Total Costs $16,091,440 Residual Land Value $376,378 Per SF $37.64 W-14 San Mateo County TOD Opportunity Study Appendix W Final Report

100x100': Residential w ith Stacked Parking and 20% Affordable Units

Lot Size 100 100 Table W-12 100 feet by 100 feet Lot DEVELOPM ENT PROGRAM & ASSUM PTION S (Residential+ Stacked Parking + 20% Pa r c el Si z e (SF) 10,000 Open Space (SF) Affordable Housing) Total Possible Residential SF 50,000 – Land Residual Value Analysis

Height # Stories 5

Com m er cia l Gross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 0 Re q ui r e d Pa r k i n g 0

Residentia l - Apa rtm ents Total Pk g Unit Type To ta l Uni ts Unit Size Net SF Gross SF Pkg / Uni t N eeded Total Number of Units 32 1,062 33,984 39,981 1.3 42 MR Units 26 1,062 27,187 31,985 1.3 33 Affordable Units 6 1,062 6,797 7,996 1.3 8

Pa rk ing Summa ry ` Podium Parking 21 Underground Parking Option 21 To ta l 4 2

DEVELOPM ENT PRO FORM A

Amt Unit Total Re v e n ue Layout 1 $566,577 per Unit $14,504,371 Affordable Units $283,103 per Unit $1,811,860 Commercial $330 per Net SF $0 To ta l Revenue $16,316,231

Hard Costs Si te w ork $10 per SF $100,000 Di r Costs - Resi denti al $ 2 2 0 per Bldg SF $8,795,859 Dir Costs - Commercial $195 per Bldg SF $0 Commercial TI $25 per N et SF $0 Underground Parking $45,000 per Space $945,000 Podium $35,000 per Space $735,000 Landscaping $36 per SF $0 Total Hard Costs $10,575,859

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $317,276 In-Lieu Parking Fee $150,000 per Space Architecture/ Engineering 4.5% % Hard Costs $475,914 Developer Overhead 3.0% % Hard Costs $317,276 Other Indirect Costs 20.0% % Hard Costs $2,115,172 Total Soft Costs $3,225,637

Financing Costs Construction Loan Fee 1% % of Loan $110,412 Construction Interest 7.5% Rate $455,449 Total Financing Costs $565,861

Subtotal Above Costs $14,367,357 Developer Fee 12% % Total Costs $1,724,083

To ta l Revenue $16,316,231 Total Costs $16,091,440 Residual Land Value $224,791 Per SF $22.48 W-15 San Mateo County TOD Opportunity Study Appendix W Final Report

100x100': Residential with Stacked Parking and $150,000 In-Lieu Fee

Lot Size 100 100 feet Table W-13 100 feet by 100 feet Lot (Residential+ Stacked Parking + DEVELOPM ENT PROGRAM & ASSUM PTION S Parcel Size (SF) 10,000 $150,000 In-Lieu Fee) Open Space (SF) – Land Residual Value Analysis Total Possible Residential SF 50,000

Height # Stories 5

Commercial G ross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 SF) 0 Re q u i r e d Pa r k i n g 0

Residential - Apartments Total Pkg Unit Type To ta l Uni ts Unit Size Net SF G ross SF Pkg / Uni t Needed Total Number of Units 32 1,062 33,984 39,981 1.3 42 MR Units 32 1,062 33,984 39,981 1.3 42 Affordable Units 1,062 0 0 1.3 0

Parking Summary ` Po d i um Pa r ki ng 2 1 Underground Parking Option 21 To ta l 4 2

DEVELOPM ENT PRO FORM A

Amt Unit Total Re ve n u e La y o u t 1 $566,577 per Unit $18,130,464 Affordable Units $283,103 per Unit $0 Commercial $330 per Net SF $0 Total Revenue $18,130,464

Hard Costs Si te w ork $10 per SF $100,000 Di r Costs - Resi denti al $ 2 2 0 per Bldg SF $8,795,859 Di r Costs - Commerci al $195 per Bldg SF $0 Commercial TI $25 per Net SF $0 Underground Parking $45,000 per Space $945,000 Po d i um $35,000 per Space $735,000 Landscaping $36 per SF $0 Total Hard Costs $10,575,859

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $317,276 Affordable Housing In-Lieu Fee $150,000 per Space $750,000 Architecture/ Engineering 4.5% % Hard Costs $475,914 Developer Overhead 3.0% % Hard Costs $317,276 Other Indirect Costs 20.0% % Hard Costs $2,115,172 Total Soft Costs $3,975,637

Fi na nci ng Co sts Construction Loan Fee 1% % of Loan $116,412 Construction Interest 7.5% Rate $480,199 Total Financing Costs $596,611

Subtotal Above Costs $15,148,107 Developer Fee 12% % Total Costs $1,817,773

Total Revenue $18,130,464 To ta l C o sts $16,965,880 Residual Land Value $1,164,584 Per SF $116.46

W-16 San Mateo County TOD Opportunity Study Appendix W Final Report

100x100': Residential with Stacked Parking and $43,127 In-Lieu Fee Lot Size 100 100 feet Table W-14: 100 feet by 100 feet Lot DEVELOPM ENT PROGRAM & ASSUM PTION S (Residential+ Stacked Parking + $43,127

Parcel Size (SF) 10,000 In-Lieu Fee) Open Space (SF) – Land Residual Value Analysis Total Possible Residential SF 50,000

Height # Stories 5

Com m er cia l Gross SF 0 Efficiency Ratio 90% Net SF 0 Parking Ratio (Spaces per 1,000 0 Re q u i r e d Pa r k i n g 0

Residential - Apartments Total Pk g Unit Type To ta l Uni ts Unit Size Net SF G ross SF Pk g / Un i t N eeded Total Number of Units 32 1,062 33,984 39,981 1.3 42 MR Units 32 1,062 33,984 39,981 1.3 42 Affordable Units 1,062 0 0 1.3 0

Pa rk ing Summa ry ` Po d i um Pa r k i n g 2 1 Underground Parking Option 21 To ta l 4 2

DEVELOPM ENT PRO FORM A

Amt Unit Total Re v e n u e Layout 1 $566,577 per Unit $18,130,464 Affordable Units $220,192 per Unit Commercial $330 per Net SF $0 Total Revenue $18,130,464

Hard Costs Si te w ork $ 1 0 p er SF $100,000 Di r Costs - Resi denti al $ 2 2 0 per Bldg SF $8,795,859 Dir Costs - Commercial $195 per Bldg SF $0 Commercial TI $25 per N et SF $0 Underground Parking $45,000 per Space $945,000 Podium $35,000 per Space $735,000 La n d sc a p i n g $ 3 6 p e r SF $0 Total Hard Costs $10,575,859

Soft Costs Permit Fees/ Impact fees 3.0% % Hard Costs $317,276 Affordable Housing In-Lieu Fee $43,167 per Space $1,381,344 Architecture/ Engineering 4.5% % Hard Costs $475,914 Developer Overhead 3.0% % Hard Costs $317,276 Other Indirect Costs 20.0% % Hard Costs $2,115,172 Total Soft Costs $4,606,981

Financing Costs Construction Loan Fee 1% % of Loan $121,463 Construction Interest 7.5% Rate $501,034 Total Financing Costs $622,496

Subtotal Above Costs $15,805,336 Developer Fee 12% % Total Costs $1,896,640

Total Revenue $18,130,464 Total Costs $17,701,977 Residual Land Value $428,487 Per SF $42.85

W - 17