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7A Page 25 Findings: The changes or alterations proposed by mitigation measure 9- 2are within the responsibility and jurisdiction of Caltrans and not the City of Redwood City. Caltrans can and should adopt proposed mitigation measure 9-2. Impact 9-3: Impact on Middlefield Road/Jefferson Avenue InEtersection--Maximum intensity Precise Pian Alternative. During the PM peak hour, the Maximum Intensity project traffic increment would reduce the level of service to LOS E and increase average delay by more than five {5} seconds at the intersection of Middlefield Road/Jefferson Avenue. This change would represent a significant impact. Mitigation 9-3(a). Restripe the southbound approach of Middlefield Road to one through {ane and one right-turn lane, and prohibit southbound left turns. These changes would result in an acceptable LOS D under the Maximum Intensity alternative, thereby reducing the project impact to a less-than- significant level. or Mitigation 9-3(b). Implement Mitigation 9-3(a) plus restripe northbound Middlefield Road to two (2} left-turn lanes and one shared through/right-turn lane. These changes would result in an acceptable LOS D under the Maximum Intensity buildout alternative, thereby reducing the project impact to a less-than- significantlevel. or Mitigation 9-'~(c). Restripe the southbound ~^idd!efield Road approach to a shared left-through lane and one right-turn lane; restripe northbound Middlefield Road to one left-turn lane, one shared left-through lane, and one right-turn lane; and implement a split phase signal operation for northbound and southbound Middlefield Road. These changes would result in an acceptable LOS D under the Maximum Intensity alternative, thereby reducing the project impact to a less-than-significant level. or Because either the diversion of traffic to pedestrian corridors on Broadway and Middlefield resulting from prohibiting southbound !eft turns (IVlitigations 9-3 ja] or 9- 3jb]), or the impact on pedestrian signal sequencing with split phase signal opera#ion (Mitigation 9-3jc]), may potentially degrade the Downtown pedestrian environment and decrease pedestrian safety, comfort, and convenience; and be inconsistent with existing and proposed City policies giving priority to the Downtown pedestrian environment (see section 9.1.1 of this FEIR chapter}; the City may choose to avoid the three mitigation options identified Atty/Reso/Reso.1 fi83 030707