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09/09/2013 Mitigation: Mitigation 7-8(a). To mitigate the project's impact at the intersection of Charter Street and Bay Road, the intersection would need to be signalized with protected phasing on the eastbound and westbound approaches on Bay Road, and permitted phasing on the northbound and southbound approaches on Charter Street. In addition to signalization, the eastbound and westbound approaches would need to be restriped to include a total of one left-turn lane and one shared through/right-turn lane. Traffic from the proposed project would add 10.0 seconds to the PM peak hour delay at this intersection over Near Term No Project conditions (see Draft EIR Table 7.11); other Near Term growth would add 14.5 seconds to the delay over Existing conditions. Therefore, it is assumed that the proposed project would contribute approximately 41 percent toward this impact. The proposed project would mitigate its contribution to this impact by contributing its fair share to a mitigation fund established to pay for the cost of this improvement (estimated, based on the Draft EIR, to be 41 percent) at the time of issuance of a building permit or, if the City adds the improvement to its Traffic Impact Fee Program (TIF) project list, the proposed project would mitigate its contribution to this impact by paying its Traffic Impact Fee in effect at time of payment and issuance of a building permit. ApplicanYs full funding or construction of the improvement, subject to potential reimbursement as provided in the Precise Plan, would also mitigate the projecYs contribution to this impact. or Mitigation 7-8(b). Mitigation of the project's impact at the intersection of Charter Street and Bay Road would require the conversion of the all-way stop controlled unsignalized intersection to a single-lane roundabout. Standard roundabouts are at least 110 feet in diameter. Smaller roundabouts may operate efficiently down to 80 feet in diameter. The existing intersection at Charter Street and Bay Road would allow up to an 80-foot-diameter roundabout. If the design work shows that the 80-foot-diameter roundabout would not require the acquisition of additional right-of-way and would not create additional safety hazards for motorists, pedestrians, or bicyclists compared to Mitigation 7-8(a), and if substantial evidence at the time the roundabout is proposed shows that the roundabout would not divert traffic to other intersections, the roundabout shall be considered feasible and may be substituted for Mitigation 7-8(a). Traffic from the proposed project would add 10.0 seconds to the PM peak hour delay at this intersection over Near Term No Project conditions (see Draft EIR Table 7.11); other Near Term growth would add 14.5 seconds to the delay over Existing conditions. Therefore, it is assumed that the proposed project would contribute approximately 41 percent toward this impact. The proposed project would mitigate its contribution to this impact by contributing its fair share to a mitigation fund established to pay for the cost of this improvement (estimated, based on the Draft EIR, to be 41 percent) at the time of issuance of a building permit or, if the City adds the roundabout to its Traffic Impact Fee Program (TIF) project list, the proposed project would mitigate its contribution to this impact by ATTY/RES0.2901/STANFORD EIR CERTIFICATION RESO.#15294 REV:09-10-13 VR MUFF#100 Page 31 of 55