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7C <br /> Page 37 <br /> and LOS F during the AM and PM peak hours, respectively. The additian of project tra�c is <br /> expected to increase the average delay a# #he intersection by 3.8 and 5.7 seconds during the <br /> AM and PM peak hoars, res��ctively. The PM average delay of over 5.0 seconds woufd <br /> represent a signi�cant cumulative impact. <br /> Mitigation 7-15: An improvement has been identified for#his (ocafion in the <br /> Redwood Cify Tra�fic lmpact Mifigafion Fee Study(TiMFS). The identified impravement <br /> includes the addition of a °free" westbaund right-tum (ane (i.e., a right turn lane that would not <br /> be controlled by the traffic signal) and associated receiving lane. However, the level of service <br /> analysis conducted for this Addendum indicates that this improvement would not provide <br /> acceptable aperations during the AM or PM psak haur under either the Cumulative {2020) <br /> Without Project or Cumulative (2020)With Project scenarios. <br /> Therefore, irr�plementation of either one of the foliowing fwo alternative mitigation <br /> approaches would be necessary in order to reduce the impact to a fess-than-significant level: <br /> 1. Grade-Separafed Railroad Crossing af Whipple Avenue. The cumulative E!R <br /> LOS analysis for this intersection included adjustments to signal timing to <br /> account for the nearby CalTrain railroad crossing. Calculafions conducted for <br /> the intersection under Cumulative {2020}With Project conditions without <br /> adjusted signal timings (i.e., if the train did nat affect the operations at the <br /> intersectian) indicate that the intersection woufd operate acceptably during <br /> the AM and PM peak hours. Therefore, if the railroad tracks were grade- <br /> separated from Whipple Avenue, the intersection wauld be sxpected to <br /> operate acceptably. However, due to the limi#ed distance between the <br /> intersection and the CalTrain railraad tracks, grade separatian may nof be <br /> feasible. It should be noted that the grade separation of this raiiroad crossing <br /> has been identified as an objective in the Redwood City Strateqic General <br /> Plan. <br /> 2. Widening of the Eastbound Infersecfion Approach to Achreve Acceptable 1.OS <br /> During Bafh the AM and PM Peak Hours. For the intersectian to aperate at <br /> an "acceptable" LOS (D or better) under Cumulative (2Q20)4Nith Project <br /> conditions without a raifroad grade separatian at WhippEe Avenue, a <br /> dedicated right turn lane, two through lanes, and a dsdicated left turn lane <br /> would need to be provided on the eastbound approach to the intersection <br /> (curren#ly, the eastbound appraach is con#igured with one shared through/left- <br /> turn lane and one shared throughlright-turn lane). In addition, the east-west <br /> left turn signal phasing would need to be changed from spfit{i.e., shared with <br /> opposing through#raffic)to protected (i.e., exclusive). With these (ane <br /> additions and signal phasing modifications, the intersection would be <br /> expected to aperate acceptably (LOS D) during the AM and PM peak hours <br /> under Cumulative (2020}With Project candi#ions. <br /> Widening the eastb�und approach would tend to increase peak eastbound <br /> traffic vofumes on a residential street and would require careful design to <br /> provide enough physical clearance to allow opposing eastbound and <br /> westbaund left turns to proceed simultaneously. <br /> Findings: Soth of the mitigation alternatives discussed above are considered to <br /> be infeasible due to right-of-way and physical constraints. Therefore, the addition of project <br /> Atty/Reso/Reso.1772 �� <br /> 921307 <br />