►
Description
San Bruno Planning Commission Meeting April 17, 2012
5D. Draft Environmental Impact Report (DEIR) for the Draft Transit Corridors Specific Plan
B
Thank
you.
So
it's
with
excitement
that
I
introduce
to
you
tonight
the
transit
corridor
plan
for
the
city
of
San
Bruno.
This
is
a
plan
that
we
have
been
working
on
for
a
number
of
years,
a
plan
that
included
several
community-wide
workshops
that
hundreds
of
people
combined
attended
a
process
that
included
a
steering
committee
made
of
planning.
Commissioners
City,
Council
members,
business
owners
residents
and
a
number
of
other
people.
B
Stakeholders
within
the
neighborhood
mark
will
go
more
into
just
an
overview
of
what
the
details
of
the
plan
are,
but
tonight's
not
some,
isn't
as
much
about
the
plan
itself.
Even
though,
obviously
that's
that's
the
backdrop.
This
is
more
about
the
environmental
impact
report
and
anytime.
You
have
an
environmental
impact
report.
B
There's
and
Mark
will
also
go
more
into
this,
but
there's
a
45-day
review
period
where
we
get
comments
from
the
public
and
then
we
respond
to
those
comments
and
those
go
those
go
into
what
is
called
the
final
environmental
impact
report
that
will
go
to
the
Planning
Commission
as
well
as
the
City
Council
during
this
45-day
period.
It's
not
required,
but
it's
you
know
most
cities
do
it.
You
have
also
had
oral
comment
accepted
in
addition
to
the
the
written
comments.
B
So
that's
the
purpose
of
tonight's
meeting
to
give
a
brief
overview
of
the
transit
corridor
plan.
The
environmental
impact
report
and,
most
importantly,
take
comment
and
excuse
me,
take
comments
from
the
public.
So
those
two
answers
to
those
comments
could
be
incorporated
into
the
final
environmental
impact
report.
So
what
I
suggest
that
we
do
is
do
a
brief
overview
by
Mark.
B
Then
we
turn
it
over
to
the
public
for
their
public
comment
and
then
turn
it
back
to
the
Planning
Commission
for
some
discussion
at
the
next
planning
commission
meeting
or
at
a
future
planning
commission
meeting
the
different
approvals
that
you
will
have
to
take.
A
look
at.
Of
course,
you'll
have
to
certify
the
final
environmental
impact
report.
You'll
have
to
amend
the
general
plan
in
several
areas
for
consistency
with
the
gentle
transit
corridor.
You'll
have
to
rezone
the
area,
and
the
gentleman
alluded
to
that.
B
The
area
has
been
resent
area
has
not
actually
been
rezone,
yet
that
this
is
the
very
first
have
to
do
the
environmental
review
and
then
you're
able
to
do
those
other
legislative
acts
after
it.
So
there
will
be
a
lot
more
wider,
moat
noticing,
as
well
as
more
detailed
noticing
in
the
future
and
then,
of
course,
approve
the
draft
trans
a
corridor
plane
itself
because
of
some
of
the
height
limits
proposed
in
this
plan.
B
Eventually,
if
the
plan
is
approved
in
this
form,
it
will
have
to
go
to
a
vote
because
of
in
1977
ordinance
that
we
have
in
san
bruno.
That
requires
all
buildings
that
are
planned
to
be
over
three
stories
in
height
to
get
approval
by
the
general
general
vote
of
the
people,
so
that'll
be
something
that
will
have
the
gear
up
for
as
a
city
later
this
year.
So
at
this
point,
I'll
turn
it
over
to
mark
sullivan
who's,
the
project
manager
for
the
transit
corridor.
Mark.
A
C
Well,
there
are
printed
copies
of
the
plan
are
available
to
view
at
City
Hall.
You
can
either
go
to
the
the
planning
counter
or
to
the
city
clerk
they're
available
both
of
their
counters
and
there
it's
also
available
at
the
public
library,
so
those
three
places,
and
then
we
it's
available
online
at
the
project
website,
which
is
plan
Bruno,
org
I,
think
we
tried
to
make
it
as
simple
as
possible.
C
So
if
you
just
type
in
wwp,
am
Bruno
org,
it
will
take
you
right
to
the
to
the
website
and
the
plan
itself
and
the
draft
environmental
impact
report
are
available
along
with,
along
with
other
documents
that
are
your
backup
documents.
Thank
you,
alright,
so
I
think
I'll
start
with
just
describing
the
the
plan
itself.
I'll
try
to
be
brief.
C
C
Improvements
that
create
an
environment
for
pedestrians
that
is
safe
and
friendly
include
including
highly
visible
crosswalks,
public,
plazas
landscaping
and
traffic
calming
strategies
encourage
sustainable
and
green
building
methods
and
pedestrian
oriented
Green
Streets.
So,
just
to
remind
you
where
the
transit
quarters
plan
is
this.
C
This
is
the
sub
regional
context
and,
as
you
can
see,
it's,
it
runs
along
el
camino
al
and,
if
sort
of
focus
in
a
little
bit,
El
Camino
rial
on
the
left
side
of
the
screen
and
then
san
mateo
Avenue,
which
is
straight
up
and
down
and
san
bruno
avenue,
which
which
crosses
both
el
camino
and
san
mateo
avenue
and
just
north
of
the
train.
The
the
junction
of
the
train
tracks
in
san
bruno
avenue
is
the
is
the
station
area
the
the
plan
projects
a
build
out
over
20
years.
C
C
C
The
development
standards
will
be
contained
in
zoning
designations
that
are
tailored
to
five
character
areas
to
guide
future
development.
The
five
areas
you
can
see
here
are
El
Camino,
which
is
in
blue.
The
pink
is
the
downtown
area.
San
mateo
have
new.
The
green
is
san
bruno
avenue.
The
yellow
is
the
train
station
area
and
then
huntington
avenue
which
extends
up
beyond
380
up
to
the
bar
station.
C
Just
as
a
note
that
the
plan
contains
no
residential
density
requirements
and
the
reason
for
that
is
basically
to
allow
the
market
to
determine
the
number
and
size
of
residential
units.
So
basically
this
that
the
plan
sets
the
height,
the
bulk
and
so
forth,
and
then
it
will
be
up
to
the
developer
to
propose
the
number
of
units
that
they
would
wish
to.
You
know
to
create
in
the
building.
C
C
These
areas
are
generally
designated
for
mixed
commercial
office
uses,
so
the
70
decibel
wine
is
the
line
that
runs
basically
through
through
the
middle
and
in
the
yellow
station
area,
which
is
north
of
that
line.
That
is
all
within
the
770
decibels
own.
So
that's
why
commercial
office
is
proposed
in
that
area
and
not
and
not
residential.
C
So
the
plan
has
proposals
for
for
each
of
the
character
areas
and
the
first
one
I'll
talk
about
is
San.
Mateo
avenue
and
plan
calls
for
preservation
of
San
Mateo
Avenue
as
San
Bruno's
Main
Street,
and
to
maintain
that
character,
while
creating
a
more
vibrant
downtown
with
targeted
enhancement
of
commercial
uses
and
the
addition
of
new
housing
and
streetscape
improvements.
C
The
northern
end
of
downtown
would
be
anchored
with
a
redesigned
Posey
Park,
which
is
part
of
the
whole
caltrain,
a
project
that's
going
on
now
and
higher
intensity
mixed
uses
along
el
camino
rial.
The
plant
emphasizes
pedestrian-oriented
skeeps,
streetscape
improvements
and
promoting
development
of
housing
in
order
to
transform
the
existing
auto
oriented
corridor
into
a
more
contemporary
mixed
residential
and
commercial
corridor
that
takes
advantage
of
the
proximity
to
the
new
caltrain
station
and
to
neighborhood
retail
services
available
on
san
mateo
avenue.
C
It
encourages
ground-floor
retail
at
significant
intersections
and
it
focuses
additional
retail
development
at
the
southern
end
of
El
Camino
Real
near
near
san
mateo
avenue
to
concentrate
retail
near
the
downtown
not
to
take
retail
away
from
the
downtown
and
along
san
bruno
avenue.
The
plan
proposes
to
transform
Sam
bruto
Avenue
into
a
mixed-use
corridor
with
higher
intensity
uses
that
foster
a
pedestrian
environment,
encourages
multimodal
connections
to
the
caltrain
station
and
creates
a
sense
of
community
community
entry
and
identity.
It
encourages
upgrades
of
existing
storefronts
and
landscaping
to
improve
the
appearance
of
the
street.
C
It
encourages
diverse
housing
types,
innovative
roadway
improvements,
new
bicycle
lanes,
building,
streetscape
improvements
and
traffic
circles
and
potential
reduction
of
vehicle
travel
lanes.
The
reduced
lane
aspect
is
described
as
a
longer-term
option
that
will
be
studied
after
the
big
grade
separation
project
is
completed,
huntington
avenue.
That
area
is
very
similar
to
san
bruno
avenue,
so
I'm
not
really
going
to
go
into
any
detail
than
that,
but
there
is
one
key
development
site
across
the
street
from
the
bart
station
at
the
north
end,
which
is
identified
as
potentially
suitable
for
a
new
hotel.
C
The
station
area,
the
in
the
stationary
of
the
plan,
calls
for
high
intensity,
transit,
oriented
development
and
encourages
intensified
mix
of
uses
in
this
area,
including
office
and
retail,
uses
that
support
and
complement
the
new
caltrain
station.
The
design
should
create
a
highly
desirable
place
to
work,
as
well
as
encourage
caltrain
ridership
with
an
attractive
station
surrounded
by
active
uses
in
easy
access.
A
two
acre
vacant
development
site
directly
adjacent
to
the
caltrain
station
platform
is
the
focal
point
of
a
major
mixed-use
office
retail
center,
where
the
tallest
buildings
would
be
located.
C
New
gateway
elements
are
proposed
to
frame
and
enhance
the
area
around
the
elevated
railway
crossing,
emphasizing
the
significance
of
the
station
and
the
entrance
to
downtown
and
I
just
like
to
show
you
that
that
that
is
an
illustration
of
a
conceptual
idea
of
what
could
happen
at
that
site.
That's
just
north
of
the
the
caltrain
station.
C
And
this
this
illustrates
a
site:
that's
that's!
Now
the
vacant
Bank
building
on
san
bruno
avenue
in
huntington
and
it's
basically
four
stories
of
residential
over
commercial
and
parking,
and
this
is
the
type
of
development
that
could
happen
in
you
know
different
locations
along
the
corridor
along
el
camino,
real
or
or
san
bruno
avenue,
and
this
is
an
example
of
a
potential
development
that
could
occur
at
the
south
end
of
downtown
and
it's
basically,
it
would
involve
reusing
and
redeveloping
the
area
between
san
mateo
avenue,
el
camino,
al
and
jenna
van
avenue.
C
C
The
maximum
height
would
be
65
feet
and
maximum
number
of
stories
would
be
55
stories
and
in
the
downtown,
the
the
height
would
be
increased
from
50
to
55.
So
it
would
be
a
more
more
modest
increase
and
it
would
allow
for
stories
and
then
at
the
station
area,
which
is
the
darkest
area
in
the
center
of
the
screen.
That
would
allow
the
largest
buildings
in
the
largest
building
would
be
closest
to
the
rain
train
station,
which
would
be
90
feet
or
seven
stories.
C
And
there
are
a
number
of
provisions
within
the
guidelines
to
lessen
the
impact
of
taller
buildings
on
single-family
homes
and
residential
neighborhoods,
for
example,
there
they're
proven
for
step
backs
of
upper
storeys
and
also
any
property.
That's
that's
adjacent
to
residential
property
with
the
building
would
have
to
be
set
back,
at
least
at
least
10
feet,
and
this
this
illustration
shows
what
a
what
a
step
back
looks
like,
and
this
is
the
longest
street
and
as
you
can
see,
it's
it's
stepping
back.
C
The
third
story
is
step
back,
so
the
the
impression
from
the
street
is
that
you're
looking
at
a
two-story
buildings
and
but
it
actually
goes
higher
behind
and
here's
another
example
which
shows
a
building.
That's
that
step
back
on
two
sides
on
one
side
it
step
back
above
the
first
floor
and
the
other
side
is
step
back
about
the
third
floor.
C
The
plan
contains
design
guidelines
for
private
development
that
are
intended
to
provide
guidance
for
both
how
buildings
should
be
properly
cited
and
oriented
and
the
overall
quality
of
the
architecture
that's
desired
and
I'm
just
going
to
give
you
a
couple
of
examples.
There
are
numerous
guidelines
in
the
plan,
but,
for
example,
the
design
of
new
development
should
respect
the
Scaleform
and
development
pattern
of
existing
residential
neighborhoods
surrounding
joining
the
transit
corridors
area.
C
You
know
architecture,
architectural
quality
and
character,
trying
to
create
an
interesting
and
varied
environment
in
the
with
architecture
and
then,
of
course,
stepping
down
building
heights
along
secondary
frontage
and
rear
buildings,
to
reduce
impact
on
adjacent
properties
and
another
issue,
which
I
think
is
something
that
we
sort
of
grappled
with
in
many
different
instances
over
the
years
is
screen.
Loading
in
waste
storage,
areas
from
adjacent
uses
with
vegetation
landscaping
and
well-designed
screening
structures.
C
C
It
would
like
to
emphasize
a
little
bit
is
the
are
the
parking
requirements
and
the
plan
does
propose
some
important
changes
to
to
parking
and,
for
example,
we
just
dealt
with
two
issues
in
the
in
the
downtown
regarding
parking
exceptions,
and
the
proposal
in
this
case,
which
can
again
came
out
of
a
sort
of
consensus
opinion,
is
that
downtown
has
about
300,000
square
feet
of
commercial
uses
and
it
has
over
a
thousand
parking
spaces.
I
believe
it
is
that
it
in
public
and
private
and.
C
Every
time
there's
a
change
in
use.
If
it's
more
intense
use,
then
you
have
to
go
through
a
parking
exception.
The
idea
here
would
be
simply
say
that
whatever
the
use
is
as
long
as
you
don't
expand
the
square
footage
there
would
be
no
additional
parking
requirement
or-
and
you
wouldn't
have
to
go
through
the
parking
exception
process,
so
it
would
essentially
be
the
existing
buildings
and
square
footage
would
be
exempt
from
providing
additional
parking.
C
However,
if
there
were
additional
space-
or
you
know,
expansions,
then
the
the
number
would
be
three
spaces
per
thousand
square
feet
which
seems
to
be
in
in
general
practice
and
experience,
for
you
know,
downtown
retail.
That
seems
to
be
a
good
number.
That's
used
nationwide
and
works
in
downtown's,
so
that
that's
one,
that's
one
important
change.
C
C
So
the
the
idea
was
to
see
what
the
performance
is
to
start
with
three
see
what
the
performance
is
of
the
buildings
in
terms
of
the
parking
utilization
and
then
you
know
perhaps
adjusted
in
the
future,
but
to
start
with
it
with
that
three
per
thousand
and
I
think
that
I
think
that
gives
you
an
you
know
an
overall
idea
of
the
what
the
transport
plan
does
the
scale
of
the
development
that
it's
proposing
in
the
build-out
and
so
forth.
So
now,
I'll
talk
a
little
bit
about
the
the
draft
dir.
C
C
The
the
the
draft
environmental
impact
report
evaluates
the
potential
adverse
impacts
of
the
proposed
transit
corridors
plan
in
order
to
inform
decision
makers
and
the
general
public
I
mean
that's
its
main
purpose.
The
draft
dir
describes
existing
conditions
within
the
transit
quarters
area,
it
analyzes
potential
environmental
impacts
and
it
identifies
mitigation
measures
to
minimize
significant
impacts.
The
draft
eia
are
also
evaluates
reasonable
alternatives
to
the
plan.
C
I'd
also
like
to
point
out
that
this
is
a
program
PIR,
meaning
that
it
examines
potential
wide
rate,
ranging
effects
resulting
from
implementation
of
the
plan
and
any
future
development
project
would
be
subject
to
individual
site
specific
environmental
review.
However,
this
could
be
minimal
or
minimized,
depending
on
how
closely
the
project
fits
within
within
the
plan,
which
is
you
know,
which
sort
of
speeds
up
the
process,
and
that
makes
more
attractive
for
developers
to
to
propose
projects.
C
The
draft
dir
identified
14
and
environmental
topics
that
were
considered
to
be
potentially
affected
by
the
plan
and
within
those
sort
of
topic
areas.
It
looked
at
over
60,
specific
potential
impact,
but
potentially
adverse
environmental
impacts
and
it
narrowed
it
down
to
20
specific,
potentially
significant
impacts,
which
were
analyzed
in
great
detail
and
the
the
draft
dir
concluded
that
nearly
all
of
the
potential
impacts
could
be
mitigated.
C
However,
it
did,
it
did
identify
a
total
of
six
impacts
that
are
significant
and
unavoidable,
and
it's
not
uncommon
for
a
plan
of
this
size
to
have
some
unavoidable
impacts.
I
mean
it's
almost
unavoidable
but,
for
example,
the
the
Redwood
City
downtown
plan
resulted
in
27,
significant
and
unavoidable
impacts,
including
25
related
to
to
traffic,
and
that
that
passed
it
is
a
so
far
has
been
a
successful
plan.
C
The
significant
and
unavoidable
impacts
relate
to
traffic
in
for
intersection,
actually
three
intersections
and
one
roadway
segments
and
then
there's
one
impact
related
to
noise
associated
with
traffic
and
one
impact
associated
with
historical
buildings
and
I'll
go
through
each
one,
just
really
quickly.
The
the
first
intersection
impact
is
the
intersection
of
san
bruno
avenue
and
el
camino
real,
and
that
intersection
operates
at
a
level
d
and
in
in
sort
of
transportation.
C
Speak
transportation
engineer
speak
and
it
deteriorates
to
a
level
f
the
existing
wait
at
at
that
stoplight-
and
this
is
at
the
just
at
the
PM
peak
hour.
The
existing
wait
is
40
seconds
that
stops
at
that.
Stop
sign,
stop
light
with
the
plan.
The
wait
would
be
hundred
and
forty
seconds.
So
the
increase
is
a
minute
and
40
seconds
longer.
B
Through
the
chair,
something
to
note
when
we
take
a
look
at
these
time
these
times
is
that
what
Mark
pointed
out
earlier
is
important.
These
times
are
if
traffic
patterns
remain
the
same
and
consistently
grow
the
same,
and
if
the
plan
reaches
full
build-out,
so
isn't
something
that
would
happen
overnight
if
all
the
housing
units
were
built.
B
If
all
the
office
space
was
built,
if
all
the
retail
was
built
and
a
traffic
pattern
stain
but
consistently
the
same,
people
still
drove
the
same
amount,
even
though
they're
closer
to
transit,
then
this
could
be
the
you
know.
The
worst
case
scenario
in
terms
of
impact,
so
I
think
that's
you
know
when
you
take
a
look
at
these.
That's
probably
one
of
the
most
important
things
to
say
is
with
anything
you
know
it's
it's
a
gradual,
it's
gradual
in
terms
of
the
improvements
will
see
as
well
as
the
impacts
that
you'd
see.
B
C
The
third
intersection
is
the
El
Camino
Real
westbound
I
380
ramp
intersection,
and
that
again
is
at
the
afternoon
peak
hour,
and
that
is
at
a
level
d,
and
it
would.
It
would
stay
at
a
level
d,
but
just
slightly
worse
and
the
the
existing
weight
is
40
seconds
and
the
total
weight
with
full.
You
know,
full
development
and
implement
of
the
plan
would
be
52
seconds.
So
it's
a
it's
a
12
second
increase,
but
that's
that's
considered
a
significant
impact
under
sequa.
C
The
fourth,
the
fourth
traffic
impact
is
actually
it's
not
an
intersection.
It's
a
it's
a
segment.
It's
a
law,
it's
380
between
between
280
and
101,
and
that
intersection
I
mean
that
Street
segment,
one
portion
of
it
already-
is
at
a
level
F
and
another
portion
of
it
is
at
a
level
e
and
both
of
those
would
go
to
to
an
f.
The
f
goes
to
a
slightly
worse,
f
and
the
way
they
they
measure
traffic
impacts
on
segments
is
through
his
capacity.
C
The
noise
impact
is
a
cumulative
noise
impact
and
its
associated
with
traffic
noise
and
because
the
overall
cumulative
noise
within
the
area
is
over
60
decibels
on
average
and
that's
because
of
trains,
planes
and
automobiles.
Any
increase
of
over
three
decibels
is
considered
a
significant
impact.
So
this
would
this
would
increase
the
noise
level
between
three
and
five
decibels.
C
C
The
plan
looked
at
a
number
of
alternatives,
one
alternative
that
was
the
kind
of
interesting
which
was
considered.
The
environmentally
superior
alternative
was
to
it,
and
this
is
happening
in
some
communities
where
we
actually
reduce
the
intersection
level
from
from
an
e
to
an
F.
So
we
simply
may
we
set
a
lower
number,
and
so
then
it's
no
longer
a
significant
impact
in
the
reason
that
communities
do.
That
is
because
it
encouraged
they're
trying
to
encourage
transit,
use,
bicycle
walking
and
so
forth
and
discourage
automobile
use.
B
The
one
the
one
thing
I
want
to
touch
on
is
what
the
California
Environmental
Quality
Act
says
is
when
you
do
have
these
significant
impacts,
what
the
Planning
Commission
in
the
City
Council
has
to
finds
that
there's
overriding
considerations
that
override
the
potential
impacts
within
the
plan,
so
I'll
go
over
what
those
are
briefly
about,
spend
about
15
seconds
on
each,
but
these
are
some
of
the
things
that
the
City
Council
will
consider
in
the
Planning.
Commission
will
consider
in
conjunction
with
this.
B
The
first
and
probably
most
important
positive
impact
is
revitalization
of
an
old
part
of
the
city.
Many
of
the
standards
and
codes
that
we
have
now
were
put
in
place
in
the
40s,
the
50s
262
70s,
when
building
practices
were
different
in
business
practices
for
different
and
what
you
have
is
you
have
an
aging
infrastructure
both
on
the
building
side
and
underneath
the
ground
that
just
can't
support
modern
businesses.
B
That's
why
you
see
vacant
buildings,
that's
why
you
see
buildings
that
haven't
been
that
haven't
been
revitalized
because
the
codes
and
the
standards
just
aren't
keeping
up
with
the
time.
So
that's
one
thing:
that's
a
positive
impact.
The
second,
obviously
there's
social
and
economic
impacts.
When
you
have
a
city,
that's
greater
from
an
economic
standpoint,
then
there's
going
to
be
social,
so
new
jobs
and
the
general
economy
that
will
be
built
up
from
having
revitalization.
The
third,
of
course,
state
of
California
mandates
that
each
city
zoned
for
a
certain
amount
of
housing
sites.
B
We
have
a
big
hurdle.
We
have
an
airport
that
restricts
the
number
of
housing
sites.
So
it's
no
longer
a
question
for
cities
whether
or
not
you
build
housing.
The
question
is:
where
do
you
build
that
housing
I?
Think
the
City
Council
and
the
Planning
Commission
has
a
strong
preservation
objectives
for
a
single-family
neighborhood,
so
those
are
off
the
table.
So
what
we,
since
the
airport
area,
is
off
the
table
and
the
single-family
neighborhoods
off
the
table,
you're
very
restricted
where
you
can
put
housing.
B
So
this
plan
is
focusing
on
the
areas
where
we
can
put
housing
and
building
smart
within
those
areas.
The
fourth
objective
is
affordable
housing
within
those
areas.
Many
people
who
grow
up
in
San
Bruno
are
priced
out
in
san
bruno.
Many
people
who
in
san
bruno
are
priced
out
of
San
Bruno
and
that
results
people
in
people
in
commuting
long
distances,
overcrowding
and
houses.
So
one
of
the
primary
things
that
this
plans
like
to
do
is,
in
addition
to
providing
general
housing,
is
providing
an
affordable
component.
B
The
fifth
is
the
choice
of
what
we
point:
convenience
convenience
living
and
what
that
just
means
is
you
have
a
choice
of
where
you
want
to
live.
If
you
want
to
live
in
single-family
neighborhoods,
where
your
primary
transportation
option
is
driving,
you
can
continue
to
live
in
those
areas,
but
if
you
want
to
live
in
it
in
an
environment
where
you're
able
to
walk
to
the
store,
walk,
downtown,
walk
to
transit,
this
will
give
options
for
San
Bruno.
Let
residents
where,
where
they
want,
where
they
want
to
live.
B
Enhanced
pedestrian
environment,
el
camino,
real
I
always
say,
is
like
playing
Frogger
trying
to
cross
alchemy,
no
way
out,
because
you
know
you're
taking
your
life
in
your
own
hands
a
lot
of
times
same
with
San
Bruno
Avenue.
A
lot
of
areas
along
the
salmon
is
San
Mateo
County.
Is
you
have
these
wide
roads
that
just
aren't
pedestrian
family
we're
designed
with
the
automobile
in
mind?
This
would
also
design
them
not
only
for
the
automobile,
but
for
bicycles
and
pedestrians
as
well
access
to
transit.
B
We
have
to
mass
transit
stations,
we
have
large
employers
within
San
Bruno.
We
have
a
number
now
with
google
youtube,
walmart.com,
cisco,
stella
and
dot
and
all
those
major
companies.
You
have
a
lot
of
people
who
take
transit
in,
and
this
would
build
on
that
bye.
Bye
have
been
able
to
have
greater
access
to
the
transit
efficient
parking.
We
have
outdated
parking
codes.
Many
of
them
were
also
in
the
50s
and
60s
for
transportation,
and
business
models
were
different.
B
When
you
have
a
base
where
you're
not
allowed
to
build
within
a
certain
area.
Over
time,
you
see
a
declining
tax
revenue
which
results
in
less
services
for
residents.
When,
when
you,
when
there's
greater
allowances
to
meet
modern
business
practices,
modern
construction
practices,
a
greater
amount
of
services
could
be
provided
both
for
new
residents
as
well
as
existing
residents.
So
that
concludes
our
presentation.
A
B
D
I'm,
just
being
a
crystal
Lewis,
664,
Cyprus
someone
or
for
40
years
already
I
just
wanted
to
thank
you,
mrs.
Sullivan,
for
keeping
us
informed
by
email
or
by
mail
and
I
really
appreciate
it
and
that
always
able
to
come,
but
I
know
exactly
what's
going
on
and
I
really
really
like
that
and
I
want
to.
Thank
you
very
much.
Ok.
Good
evening
everybody
Thank.
A
D
Carolyn
Livengood
Cheryl
drive
I
just
have
a
question.
I
may
be
showing
my
naivety
about
this,
but
I
was
in
on
some
of
the
community
meetings
and
there
was
discussion
a
very
positive
discussion
about
eventually
the
vision
of
our
city,
including
potential
library,
on
also
a
history
museum.
Is
that
still
in
the
picture.
E
Hi
Thomas
wells,
871,
east
and
avenue
a
couple
questions
in
the
comment.
Question
would
be
in
the
r1
housing
surrounding
these
areas
and
ashley
surrounded
by
some
of
these.
These
areas
are
there
any
plans
to
change
the
density
requirements
for
building
square
footage
on
four
verses
lot
size
or
any
of
those
requirements,
and
the
second
question
is
that
I'm
sorry
I'll
just
run
in
to
go
into
the
comments
on
living
a
long,
san
bruno
avenue
I.
E
It
has
a
lot
of
the
same
character
as
San
Mateo
Avenue
as
far
as
the
scale
of
the
the
businesses
and
the
amassing
and,
and
while
it's
not
quite
as
dense
as
in
san
mateo,
Avenue
I,
understand
why
the
scale
and
density
requirements
were
increased
for
that
area,
for
the
building,
height
and
and
units
being
an
open-ended
issue.
But
one
thing
I
just
want
to
touch
on
is
that
some
of
these
larger
developments
that
go
in
they
can
kind
of
be
visually
deadly.
E
A
case
in
point
down
on
a
sin
down
on
el
camino,
real
towards
in
millbrae.
There's
these
five-story
buildings
of
built
over
podium
with
some
a
commercial
space
on
the
ground
floor,
but
man
are
they
tough
to
look
at
I
mean?
Yes,
you
take
a
small
piece
and
look
at
it
and
it's
visually
appealing.
But
then
you
just
repeat
that
piece
over
and
over
and
over
again
for
a
whole
block
and
it
gets
pretty
pretty
deadly
visually.
I
would
say
the
same
thing
for
the
crossroads
development,
but
really
context
it.
E
It
has
no
context,
it's
not
surrounded
by
smaller
buildings
and
everything,
so
that
can
be
standalone,
but
it
has
some
of
the
same
character
as
well,
but
I
would
before
my
times
up.
I
would
I
would
just
stress
that,
in
review
of
these
structures
to
have
to
require
or
encourage
a
lot
of
massing
changes
material
changes.
I
understand
that
in
order
to
make
these
things
viable,
they
need
to
be
continuous
and
share
amenities.
But
please
watch
out
for
that
in
the
future.
I
appreciate
thank
you.
F
B
Just
answer
that
really
quickly,
because
that
that's
something
I
probably
should
have
said
Tod
is
not
actually
a
company
or
anything.
It's
a
term
called
transit,
oriented
development.
So
its
development,
that's
focused
around
a
transit
station
rather
than
focused
around
like
a
automobile.
So
it's
not
any
company.
In
particular,
it's.
B
F
B
B
E
F
In
combination,
okay
and
another
question,
because
of
my
location,
I'm
concerned
about
the
traffic
on
euclid
and
it
looks
like
if
we
go
five
stories
on
huntington
san
bruno
avenue
and
el
camino,
our
little
neighborhood
is
gonna,
be
landlocked
and
we
already
have
problems
getting
in
and
out
of
that
neighborhood,
especially
with
the
huntington
avenue
the
little
bump
out.
You
got
there.
If
there's
someone
waiting
at
that,
stop
sign,
you
can't
pull
in
there.
So
I'm
not
in
favor
of
them
bouts
with
those
narrow
streets,
and
I
don't
know
what
a
road
diet
is
all.
F
H
One
thing
I
didn't
see
and
I
have
a
question
is
what
about
the
parking
for
the
residential
area
and
the
reason
I
bring
that
up
is
I'm
concerned,
especially
there,
the
underground
waterways,
they
try,
suggested
a
motel
in
that
area
on
san
bruno
avenue
and
they
said
the
water
flow
there's
a
pump
and
a
well
close
by,
and
so,
if
you're
planning
on
doing
underground
parking
for
any
building
in
that
area.
The
Planning
Commission
before
I
said
it
really
was
not
recommended.
H
A
B
Let
me
make
sure
that
I
got
them
all
so
for
Carolyn
comments
about
history
center
and
a
library
I'm
going
to
check
on
that.
We
don't
we
talk
about
having
a
new
library
within
the
plan.
There's
nothing
I,
don't
recall
if
there's
anything
specific
about
it,
but
something
that
we
could
propose
to
include
just
in
general
terms.
Obviously,
that's
ultimately
going
to
be
a
city
council
decision,
but
I
think
what
we
do
shows
that
a
greater
civic
center
area
and
presence
along
el
camino
mr.
wells
common.
B
We
do
not
have
plan
on
any
increases
in
the
r1
areas.
Those
would
stay
r1
or
r2
whatever
they
may
be.
There
is
a
small
section
along
the
800
and
900
block
of
san
mateo
samet,
a
lavatory
800
block
of
san
mateo
avenue
across
the
street,
from
where
the
new
train
station
parking
lot
will
be
to
where
the
backsides,
because
you
have
on
san
mateo
avenue.
You
are
those
auto
shops,
and
then
you
have
some
homes
right
behind
them.
B
Those
would
also
be
included
within
the
area,
so
that
would
be
the
only
area
where
you
would
see
the
change
in
specific
plan
designation
and
that's
only
to
get
the
correct
lot
depths
to
propose
any
future
development
but
other
than
that
all
single-family
residential
stays.
The
same
in
all
duplexes
Oh
need
to
stay
is
the
same.
I
also
agree
that
these
pute,
these
bigger
buildings,
could
be
visually
deadly.
B
We've
done
a
couple
things
within
the
plan
to
help
help
that
I
think
the
two
most
important
things
is
really
stressing
the
form
and
the
architecture
of
the
building
over
the
actual
density
requirements
in
the
building.
I
think
that's
important.
We
also
have
the
step
back
requirements
that
that
are
shown
within
the
plan.
Those
are
also
important,
but
one
thing
I
think
that
we
did
is
have
something
more
you're
allowed
to
take
the
average
of
the
step
back
so
that
you
don't
have
a
building
that
goes
up
and
then
step
back
15
feet.
B
You
know
it
has
that
kind
of
uniform
look.
We
would
allow
the
developer
and
we
encourage
the
developer
to
vary
that
step
back
along
the
way
so
that
it
averages
15
feet
that
way.
You
don't
get
that
uniform
will
look
and
you
are
allowed
to
have
different
architectural
features
in
different
different
materials
to
help
break
up
the
mass,
but
but
I
also
think
is
going
to
be
important.
B
Is
we
could
put
all
the
everything
you
know
all
these
guidelines
within
the
plan,
but
then
also
during
each
plant,
each
project
will
have
to
go
through
Architectural
Review.
So
it's
going
to
be
critical
that
the
staff,
the
public,
as
well
as
the
Planning
Commission
and
architectural
review
committee,
take
a
look
at
these
buildings
and
make
sure
that
they
meet
both
the
letter
of
the
plan,
as
well
as
the
spirit
of
the
plane
when,
when
they're
reviewing
them.
B
Traffic
traffic
on
Euclid,
we
could
take
a
look
at
the
plan
and
see
what
the
potential
impact
but
I
agree.
You
know
bull
doubts
and
things
like
that.
Don't
necessarily
make
sense
in
all
the
different
places
because
they
can
cause
additional
traffic,
especially
let's
say
when
you
have
a
bold
out
that
perhaps
can
block
a
right-hand
turn
lane
or
something
along
those
lines.
So
that's
something
that
we're
all
going
to
have
to
look
at
carefully
when
we're
implementing
the
actual
infrastructure
portion
of
the
plan.
B
Mr.
Duffy's
comments
around
the
great
variance
the
the
plan
itself.
Does
all
the
double
check,
but
we
did
discuss
during
the
time
to
really
take
pay
could
pay
attention
to
great
changes
to
make
sure
that
they
don't
have
a
significant
impact
on
the
neighborhood
behind
and
right
now,
as
current
ordinance
goes
you're
allowed,
even
in
that
zone
right
next
to
that
residential
area,
you're
allowed
to
have
a
three
story
building
you
know
with
no
step
back.
B
So
that's,
probably,
and
also
it
goes
up
clicker
and
you
can't
see
the
parking
which
is
nice
because
you
don't
see
this
big,
this
big
parking
garage
and
it's
also
very
convenient
for
the
people
that
live
in
there
and
I.
Think
someone
said:
are
there
residential
parking
requirements?
Yes,
there
are
residential
parking
requirements,
basically
they're
all
spelled
out
within
the
plan
since
it's
closer
to
transit.
Obviously
it's
less
parking
requirements
than
you
would
have
in
a
single-family
home.
B
Similar
to
what
we're
requiring
at
the
crossing
right
now
talking
to
the
archstone
manager
of
the
crossing,
they
have
the
parking
requirements.
There
have
worked
really
well,
it's
basically
one
her
bedroom
and
those
have
worked
well,
have
an
impacted
demand
for
the
residential
units
and
people
generally
who
live
in
these
areas
either
work
one
into
one
or
two
places.
They
work
in
an
area
where
they
can
walk
to
caltrain
or
walk
to
bart
and
are
able
to
share
a
car.
B
B
What
we
will
do
is
we're
collecting
all
the
comments
now
so
I
encourage
everyone
who
spoke
tonight.
Will
we
respond
to
their
comments?
If
they
ever
have
any
questions,
they
can
call
mark
or
call
me
directly
and
you
can
sit
down
with
them
and
go
over
any
aspects
of
the
plan.
You
know
in
some
circumstances.
Obviously
we
can
incorporate
those
ideas
into
the
plan
so
from
here
we're
taking
it
public
comments,
taking
an
agency
comments
and
then
present
the
complete
package
to
you
for
your
recommendation
for
approval.
B
B
At
this
point,
you
would
just
close
public
hearing.
The
only
real
goal
of
tonight
was
to
introduce
you
to
the
plan
close
public
hearing
for
the
purposes
of
the
e
ir
comment
period.
The
public
will,
of
course,
be
able
to
comment
at
all
that
we're
going
to
have
a
series
of
transit
corridor
plan
meetings
between
the
Planning
Commission
in
the
City
Council,
so
they'll
be
able
to
comment
on
generally
on
the
plan,
but
tonight
closes
the
public
comment
for
oral
comment
related
to
the
transit
corridor
plan.
I
It's
appropriate
I'd
like
to
make
a
comment
sure
in
listening
to
what
everyone
had
to
sing
and
then
looking
at
the
map
and
considering
that
this
district
is
to
promote
transit
rather
than
having
people
drive
into
it
in
part,
I
think
it
would
be
to
the
benefit
of
the
community
to
have
a
parking,
a
residential
parking
permit
for
the
existing
single-family
homes.
What
east
of
the
El
Camino
to
preserve
that
single-family,
residential
neighborhood
feel
and
I
think
we
should
approach
that
earlier
than
later.
I
B
G
G
One
thing
I've
noticed
with
the
caltrain
work:
now
that's
underway
is
produced
extraordinary
amount
of
horrible
pavement,
but
nobody
seems
to
care
about
and
a
tremendous
amount
of
traffic
that
skirts
Huntington
and
san
bruno
Avenue.
By
going
through
the
single-family
streets
and
I,
haven't
I've
done
that
myself
guilty
as
charged
whoever
made
that
charter,
but
I
never
see,
there's
no
signs
that
say
no
through
traffic,
for
example.
G
There's
there.
If
this
such
a
son
were
there,
then
it
would
be
an
enforceable
instance,
but
as
of
now
it
isn't
so
it
on
balance.
I
see
that
those
residential
streets
in
that
area
of
development
are
likely
to
get
a
tremendous
amount
of
traffic,
not
only
amount
of
traffic
but
weight
of
traffic.
So
the
pavement
is
going
to
be
worse
than
ever.
So
you
might
want
to
try
to
evaluate
what
that
means.
G
The
since
the
the
transit
one
of
the
main
well,
two
of
the
main
transits
go
right
up.
Huntington,
both
bart
and
caltrain
I
would
have
expected
to
see
a
lot
more
transit
oriented
development
right
along
that
line,
whereas
there's
actually
a
huge
amount
on
el
camino
and
that
development
of
el
camino
will
attract
more
traffic
to
El
Camino,
which
will
in
the
report
it
was
said,
the
the
traffic
the
road
performance
will
go
from
DDF
and
that's
40
seconds
now.
I,
don't
think
it's
40
seconds
now,
there's
there's
frequent
times.
G
B
D
G
A
funny
feeling
that
people
who
come
to
planning
meetings
and
steering
committee
meetings
may
not
be
representative
of
the
same
thinking
being
widely
distributed
in
the
general
public.
The
general
public,
I
suspect,
is
like
anyone.
They
know
where
the
traffic
is
tough
already
and
what
some
of
the
impacts
are,
and
my
guess
is
they
like
coordinates
1284
the
three-story
ordinance.
So
if
you
think
you're
going
to
sell
some
five
six
seven
storey
buildings,
you
might
think
what
the
alternatives
are.
G
I
would
think
if
you
had
a
tremendous
amount
of
three
story
buildings
going
in
in
that
general
transit
area,
you
would
have
a
tremendous
amount
of
addition
to
housing.
As
with
that
amount
stories,
not
to
say
I
think
this
is
a
baddie.
I
are
I.
Think
of
the
great
a
ir
it
covers
the
potential
increases
in
density
and
addresses
what
the
impacts
will
be.
That's
what
it's
for
I
think
is
a
practical
matter.
It
may
be
tough
for
the
for
the
public
to
take
the
public
who
lives
here.
A
J
Certainly,
support
your
crime
as
commercial
Peterson,
one
of
the
things
in
the
traffic.
It
probably
would
be
useful
to
hear
also
sort
of
the
time
frame.
The
time
limits,
so
public
gets
a
sense
of
what
this
looks
like
from
a
time.
Factor
doesn't
necessarily
be
addressed
tonight,
but
I
think
that's
a
useful
piece
of
he'll
get
a
sense
of
that.
J
One
of
the
my
observations
have
been
when
you're
heading
north
heading
towards
a
seminal
Avenue
from
millbrae
I'm
Huntington,
what's
been
useful,
is
the
different
that
adding
the
two
going
over
the
tracks
and
having
a
couple
of
ways
to
navigate
around
it.
When
you're
heading
south
from
the
police
plaza
tempranillo
yeah,
you
don't
have
as
much
opportunity
what
you're
doing
is.
Basically,
you
have
two
streets
Euclid
and
this
one
right
before
the
shopping
center,
and
you
really
don't
have
options.
J
So
if
you
don't
make
that
decision
soon,
enough,
you're
a
sunburn
you're
having
a--you're
you're
in
it,
and
so,
if
you're,
not
turning,
left
and
you're,
not
turning
right,
you're
trying
to
go
straight
to
try
to
navigate
and
what
I'm
noticing
people
are
trying
to
figure
out.
Okay,
how
can
I
get
out
of
this
grid?
What
can
I
do,
and
sometimes
whatever
observes?
Actually
people
think
that
they're
actually
double
parked
and
they
try
to
go
around
it
and
there
isn't
a
traffic
navigation
taking
place
in
those
areas.
J
So
if
it's
during
work
hours
in
825,
there's
there's
oftentimes
obligation
taking
place
if
it
happens
to
be
shortly
around
five,
where
they're
after,
if
are
still
thinking
that
there's
someone
there
and
I
mean
they
really
do
try
to
go
around
ways
that
are
not
safe,
so
I,
don't
know
if
there's
anything
to
take
a
look
at
and
based
upon.
This
is
not
a
short-term
project,
is
to
look
at
okay.
What
what
can
happen
and
what
are
those?
J
What
can
I
provide
it
as
feedback
and
information
and
being
proactive
about
offering
my
observations
and
then
bringing
it
to
you
for
potential
solutions
and
working
with
the
appropriate
resources
to
be
able
to
come,
so
the
public
can
actually
be
supported
in
for
safety
overall.
So
those
are
my
comments.
Thank
you.
I
The
chair
I
just
wanted
to
take
a
moment
to
thank
Mark
for
the
fine
work
you
you
and
staff
have
done
on
this
report.
You
know
it's
a
huge
undertaking
and
it's
taken
a
long
time.
So
this
does.
This
report
isn't
done
in
a
day.
This
represents
a
lot
of
hard
work.
So
thank
you
very
much.
Job
well
done.
Thank.
J
D
Think
generally,
it
was
attended
by
a
cross
with
everyone.
Yeah
I
mean
across
the
board
people
from
the
community
and
from
what
I
heard
when
I
attended
those
meetings
and
I
was
fortunate
enough
to
actually
sit
on.
The
steering
committee
was
yeah.
We
wanted,
you
know
we
need
to
move
to
the
future.
We
need
to
look
to
the
future,
and
if
that
is
you
know,
changing
night
requirements
that
then
so
be
it.
D
So
I
I,
just
don't
wanna
I,
just
kind
of
felt
uncomfortable
like
putting
the
kibosh
or
hearing
a
kibosh
put
on
something
that
that
realistically,
the
community
from
what
I
from
what
I
saw
firsthand
was
in
favor
of
other
than
that
Perry.
As
usual.
You
know
you're
you're,
quite
eloquent,
and
you
know
your
points
are
well
taken,
but
on
that
one
there
I
do
have
to
just
kind
of
disagree
too
good.
Thank
you.
B
Through
the
chair
want
one
comment
related
to
that
is
we
did
you
know
we
did
get
comments
from
people
that
want
it
to
keep
the
height
limit
the
same
or
did
did
we
did
get
comments
from
people
who
thought
that
you
know.
Perhaps
we
shouldn't
go
over
three
stories
or
five
stories
and
when
we
spoke
to
those
people
we
ended
up
incorporating
a
lot
of
their
comments
within
the
plan.
So
things
like
the
step
backs.
B
You
know
where
one
thing
we
heard
people
say
that
you
know
I,
you
know
I
mean
we
don't
want
to
see
a
five-story
building,
because
we
feel
that
it
will
loom
over
the
residential
neighborhood
next
door
to
us.
So
we
said
you
know
this.
That
could
be
the
case.
So
why
don't
we
step
that
building
in
so
that
you
won't
have
the
Loon
which
I
we
won't
have
looming
and
related
to
the
point
of
three
story?
Buildings:
buildings
don't
get
built
at
three
stories?
B
That's
why
we've
had
a
three-story
height
limit
for
40
years
now
and
nothing's
been
built.
The
the
construction
costs
related
to
a
three-story
building,
just
don't
pencil
out,
and
that's
why
you
don't
see
construction
of
three
stories.
You
really
need
to
get
to
that.
Fourth
story
limit
to
really
make
it
pencil
and
in
some
cases,
for
stories
about
above
a
podium
structures,
so
that
creates
five
stories
so
that
you
could
so
that
you
could
actually
have
parking
below
and
that's
something
that
we
made
sure
we
did
within
this.
B
We
didn't
want
to
create
a
planning
document
that
sits
on
the
shelf
and
is
unrealistic
permit
from
an
implementation
standpoint,
so
we
met
with
builders.
We
met
with
people
in
the
construction
industry
industry
we
overlooked
at
performers
to
say:
if
we
do
adopt
these
policies,
will
it
actually
result
in
implementation?
I
mean
that
was
the
goal.
So
yeah
I
mean
there
are
people
that
you
know,
support
ordinance,
1284
and
have
supported
for
a
number
of
years.
B
There's
some
people
that
support
provisions
of
it
and
there's
other
people
that
like
to
see
it
augments
in
certain
ways
and
what
we
had
was
a
consent
is
of
people
within
these
workshops.
It
said
you
know:
ordnance
1284
really
made
sense
for
the
time
1977
that
made
sense.
But
at
this
point
in
time
things
have
been
modernized
things
that
progress
to
the
point
where
we
have
to
take
a
smart
look
at
these
areas
and
one
thing
that
I
really
like
about
Gordon
is
1284.
B
It
causes
us
to
focus
on
certain
areas
and
get
voter
approval
for
it,
rather
than
just
taking
something
and
painting
it
all
over
the
city,
so
at
the
crossing
we
are
able
to
focus
on
that,
go
to
the
community,
go
to
say
what
would
you
like
to
see
there
then
take
it
before
the
voters
and
actually
implement
a
plan
that
was
implemented
for
the
plan.
This
now
we're
taking
a
look
at
new
train
station
is
moving
down
there
community,
you
know
given
ordinance
1284.
B
How
would
you
like
to
see
us
grow,
given
the
limitations
that
we
have,
and
this
is
the
consensus
that
we
had
coming
out
of
these
workshops,
and
now
we
have
the
public
review
process,
and
now
we
get
to
incorporate
comments
that
we
hear
during
the
public
review
process
and
it
results
in
a
final
plan
and
certain
provisions
of
this
plan
then
have
to
go
to
the
voters.
So
there's
a
lot
of
other
steps,
but
there
has
been
a
lot
of
community
and
put
taken
and
incorporate
it
into
this
into
this
plan.