AgdaPkt 2017-09-11 Closed and Joint SA PFA

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7.A. - Page 8 during drop-off and pick-up times to assist students safely around vehicles and maintain the flow of traffic. All vehicles will enter from Charter Street and will exit via Bay Street. The traffic study was reviewed in detail by City and County Engineering staff. A condition has been included in the Conditional Use Permit to establish a trip cap with annual monitoring. If the trip cap is exceeded, the applicant will be required to enhance TDM measures or reduce enrollment. The original traffic study included traffic counts from 2014. In response to comments received, Hexagon conducted updated traffic counts on April 20, 2017 and updated site observations. The traffic volume differences between the different counts were relatively small, ranging from an increase of 7% to a decrease of 11%. Hexagon found the results of the 2017 counts to be generally consistent with the previous observations described in the 2014 study. Prism Engineering submitted a "Traffic Analysis Review" memo that called into question the accuracy of the existing level of service at the intersection of Woodside Road and Bay Road. They assert, based on personal observations, that the level of service at this intersection is LOS F. Even assuming for the sake of argument that the intersection of Woodside Road and Bay Road operates at LOS F, this project still would not have a significant impact on the intersection as it would not increase delays by 5 second or more. The Traffic Impact Analysis prepared by Hexagon shows that this project will add 1.6 and 1.4 seconds to the delays at this intersection during the a.m. and p.m. peak hours. Prism Engineering further asserts, without any supporting evidence, that the trip generation rate of .96 trips per student "could be too low." Their memo, as well as other comment letters received, note various conditions in the vicinity of the Project that could impact the number of students using alternative modes of transportation to travel to and from school. As noted above, the trip generation rate of .96 is approximately double of what is normally used to estimate trips associated with elementary schools and TDM measures that will be implemented by the Applicant were not accounted for in the trip generation rate. Furthermore, Prism fails to explain how a higher trip generation rate will result in a significant traffic impact. There is no evidence showing that even at a higher trip generation rate this Project would result in significant traffic impacts. Prism Engineering and other commenters also questioned the conclusion that queuing of cars during drop off and pick up will not spill over into the streets. Prism failed to recognize the "double stacked" design of the Project driveway and provides no specific evidence that the design of this Project will not accommodate the drop off/pick up queue. Furthermore, Prism and the other commenters do not provide evidence that spillover queuing on the street would result in a significant impact to traffic under CEQA. The IS/MND adequately evaluated the project and all environmental impacts anticipated to be generated by the proposed project in accordance with CEQA Guidelines. With implementation of the mitigation measures, the project will not result in any significant impacts.