Res13 15294 - Laserfiche WebLink

Browse Search

09/09/2013 require the removal of 15 parking spaces from Douglas Avenue. These facts are described in Draft EIR chapter 7 (Transportation, Circulation, and Parking) on pages 7-1 through 7-70, Draft EIR appendix 21.3 (Supplemental Transportation Information), and Final EIR appendix A (Supplemental Traffic Information), which are hereby incorporated by reference. Impact: Impact 7-10: Near Term Plus Project Impact on 5th Avenue/Bay Road Intersection. Under Near Term Plus Project conditions during the PM peak hour, project traffic would cause the intersection to degrade from LOS C (21.8 seconds delay) to LOS E (38.4 seconds delay). In addition, this intersection would have peak hour volume increases large enough under both peak hours to satisfy the peak hour signal warrant. Mitigation: Mitigation 7-10(a). The signalization of the 5th Avenue/Bay Road intersection is a transportation project included in the City's 2000 Traffic Impact Fee Program (TIF). Payment by the project applicant of its City Traffic Impact Fee in effect at time of payment and issuance of a building permit (or alternatively applicant's full funding or construction of the improvement, subject to potential reimbursement as provided in the Precise Plan) would mitigate this impact. To mitigate the project's impact at the intersection of 5th Avenue and Bay Road, the intersection would need to be signalized. (5th Avenue is considered north-south and Bay Road is considered east-west.) No further improvements would be required. or Mitigation 7-10(b). Mitigation of the project's impact at the intersection of 5th Avenue and Bay Road would require the conversion of the all-way stop controlled intersection to a single lane roundabout. The existing road widths at 5th Avenue and Bay Road would allow up to an 85-foot-diameter roundabout. If the design work shows that the 85-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 7-10(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 7-10(a). Finding: Implementation of Mitigation 7-10(a) would improve the level of service (LOS) at this intersection to an acceptable LOS B during both peak hours, resulting in a less-than-significant impact. or Implementation of Mitigation 7-10(b) would improve the level of service (LOS) at this intersection to an acceptable LOS A during both peak hours, resulting in a less-than-significant impact. Facts in Support of Finding: Implementation of either option for Mitigation 7-10 would reduce the project's traffic impact at the 5th Avenue/Bay Road intersection to a less-than- significant level. Mitigation option 7-10(a) requires the project's payment of its City Traffic Impact Fee to help fund signalization of the intersection (to replace the current Stop signs). Mitigation option 7-10(b) requires the design and ATTY/RES0.2901/STANFORD EIR CERTIFICATION RESO.#15294 REV:09-10-13 VR MUFF#100 Page 33 of 55