AgdaPkt 2017-01-09 Closed and Joint

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TA. - Page 83 — Jefferson Avenue/Marshall Street — Main Street/Marshall Street ■ The proposed 603 Jefferson Avenue project is expected to generate a net increase of approximately 465 daily vehicle trips, with 22 trips occurring during the AM peak hour and 39 trips in the PM peak hour (Hexagon Table 1). ■ The traffic study (p. 6) distinguishes between a "minimal effect" and a "moderate effect" on intersection operations. A minimal effect means: (1) the DTPP EIR identified the projected future intersection operations (cumulative conditions with DTPP) as Level of Service (LOS) A, B, C, or D (all acceptable levels under City and EIR significance criteria); plus (2) the proposed project would add fewer than 40 peak -hour trips. A moderate effect means: (])the DTPP EIR identified the projected future intersection operations as LOSE or F (both unacceptable levels under City and EIR significance criteria); plus (2) the proposed project would add more than 20 peak -hour trips. ■ The impact of the proposed project's trips at all five study intersections would be minimal, because none of the intersections would exceed the "minimal" threshold described above. The traffic study (see especially p.6 with accompanying figure) concluded that the proposed project "_..adds relatively little traffic to each of the study intersections, and the proposed project trips fall within the DTPP trips. Therefore, the project is not likely to create any new impacts to the intersection operations. " None of the study intersections is likely to warrant any modifications to the existing traffic controls or intersection designs. As already concluded in the certified DTPP program EIR, the intersection of Main Street/Bradford Street would operate at an unacceptable LOS F during the AM and PMpeak hours under cumulative traffic conditions at DTPP buildout (including the 603 Jefferson project). The project's contribution to this cumulative impact would not be considerable, and physical improvements for vehicle travel are not recommended at this location due to the potential secondary impacts on bicycle and pedestrian travel (e.g., increasing pedestrian crossing distances by adding vehicle turning lanes). This recommendation is consistent with the DTPP program EIR and the adopted Statement of Overriding Considerations. (Hexagon, pp. 6-7) ■ The proposed project would not cause a new significant transportation impact or a substantial increase in the severity of any previously identified significant transportation impact. Site Access and On -Site Circulation The traffic report evaluated site access and found that some of the metered angled parking stalls on the south side of Bradford Street would need to be removed to allow access to the Bradford driveway and to avoid sight -distance issues for vehicles using the Bradford Street driveway. Similarly, the traffic report found that, when occupied, some of the parallel parking stalls on the east side of Jefferson Street could cause sight -distance issues for vehicles using the Jefferson Street driveway. (Hexagon, p. 7) Standard, feasible safety measures that can be included in the project driveway design (as part of the project plans) include signage alerting vehicles of pedestrians crossing the sidewalk and an audible system alerting pedestrians of exiting vehicles. The traffic report evaluated on-site circulation (in the parking garages) and found that both the ground floor parking garage and underground garage have dead-end aisles, which would be acceptable if the aisles were very short and/or the parking spaces were assigned to particular tenants. However; where end stalls are right against a wall, the traffic report recommends that extra room should be added at the end of the aisles to allow maneuvering in/out of the end spaces. (Hexagon, p. 7) Any parking spaces required by the project that are removed would need to be replaced on-site or an in -lieu fee paid. In addition, tandem parking spaces should be assigned to single residential units (Hexagon, p. 7), per DTPP Section 2.6.3.E (Parking Space and Access Lane Design). Pedestrian and Bicycle Access and Facilities The traffic report reviewed existing pedestrian and bicycle access and facilities in the project vicinity and determined that pedestrians would have access to the proposed residential and commercial uses from several different locations, including sidewalks along Jefferson Avenue and Bradford Street, doors into the commercial area from Jefferson Street and from the ground level garage parking, and the residential lobby from Bradford Street. Pedestrian stairwells to the secured garage and upper levels of residential units would be accessible from the sidewalks on Jefferson Avenue and Bradford Street. (Hexagon, p. 8) Also, new Americans With Disabilities Act (ADA) crosswalk ramps and intersection bulbouts at all four corners of the Jefferson Avenue/Bradford Street intersection would be installed, consistent with DTPP guiding principles and development regulations, and would provide safe and convenient pedestrian access to the Redwood City Transit Center and Caltrain station (Plan Sheet C6.00, 3125/16, and Plan Sheet Ll. 1, 3114116). The traffic study noted that pedestrian connectivity between the project site and the transit center/Caltrain station is continuous along two routes (Jefferson -Marshall and Jefferson -Broadway -Hamilton). The traffic study also noted