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12/17/2007 and LOS F during the AM and PM peak hours, respectively. The addition of project traffic is expected to increase the average delay at the intersection by 3.8 and 5.7 seconds during the AM and PM peak hours, respectively. The PM average delay of over 5.0 seconds would represent a significant cumulative impact. Mitigation 7-15: An improvement has been identified for this location in the Redwood City Traffic Impact Mitigation Fee Study (TIMFS). The identified improvement includes the addition of a "free" westbound right-turn lane (Le., a right turn lane that would not be controlled by the traffic signal) and associated receiving lane. However, the level of service analysis conducted for this Addendum indicates that this improvement would not provide acceptable operations during the AM or PM peak hour under either the Cumulative (2020) Without Project or Cumulative (2020) With Project scenarios. Therefore, implementation of either one of the following two alternative mitigation approaches would be necessary in order to reduce the impact to a less-than-significant level: 1. Grade-Separated Railroad Crossing at Whipple Avenue. The cumulative EIR LOS analysis for this intersection included adjustments to signal timing to account for the nearby CalTrain railroad crossing. Calculations conducted for the intersection under Cumulative (2020) With Project conditions without adjusted signal timings (Le., if the train did not affect the operations at the intersection) indicate that the intersection would operate acceptably during the AM and PM peak hours. Therefore, if the railroad tracks were grade- separated from Whipple Avenue, the intersection would be expected to operate acceptably. However, due to the limited distance between the intersection and the CalTrain railroad tracks, grade separation may not be feasible. It should be noted that the grade separation of this railroad crossing has been identified as an objective in the Redwood City Strateqic General Plan. 2. Widening of the Eastbound Intersection Approach to Achieve Acceptable LOS During Both the AM and PM Peak Hours. For the intersection to operate at an "acceptable" LOS (D or better) under Cumulative (2020) With Project conditions without a railroad grade separation at Whipple Avenue, a dedicated right turn lane, two through lanes, and a dedicated left turn lane would need to be provided on the eastbound approach to the intersection (currently, the eastbound approach is configured with one shared through/left- turn lane and one shared through/right-turn lane). In addition, the east-west left turn signal phasing would need to be changed from split (Le., shared with opposing through traffic) to protected (Le., exclusive). With these lane additions and signal phasing modifications, the intersection would be expected to operate acceptably (LOS D) during the AM and PM peak hours under Cumulative (2020) With Project conditions. Widening the eastbound approach would tend to increase peak eastbound traffic volumes on a residential street and would require careful design to provide enough physical clearance to allow opposing eastbound and westbound left turns to proceed simultaneously. Findings: Both of the mitigation alternatives discussed above are considered to be infeasible due to right-of-way and physical constraints. Therefore, the addition of project Alty/Reso/Reso.1772 121707 16 14829 Muff# 613