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<br />c. The DTPP Plan-Wide Amendments found implementation would not substantially increase hazards due to a geometric
<br />design feature or incompatible use and the impacts were less than significant.
<br /> The proposed project component would utilize the existing roadway system with the exception that a portion of Spring
<br />Street would be vacated to allow for parcel assembly (see Project Description, item #8 above, for more details). The
<br />project component proposes onsite parking to accommodate 510 vehicles (400 self-parking spaces and 110 spaces for
<br />valet assisted parking). The two levels of underground parking would be accessed via Walnut Street (Plan Sheets G1
<br />and A4, 11/9/23).
<br /> As discussed in item “a” above, the project component would include several redesigned and/or new bulb-outs. In
<br />addition, indoor bike parking (120 spaces for office use and seven spaces for retail use ) would be provided in two
<br />separate, secured bike storage rooms, one in the in Level B1 of the garage and the other on the first floor of the building
<br />on the north side (Plan Sheets G1, A3, and A4, 11/9/24). Also, outdoor public bike racks would be provided along
<br />Marshall Street, Main Street, and Broadway, with additional racks located on the west side of the public commons
<br />(Plan Sheet TM4.0, 11/9/23). No substantial design hazards or incompatible uses have been identified, and no
<br />additional safety impacts are anticipated. The project would not substantially alter traffic patterns, roadway design,
<br />place incompatible uses on existing roadways, or create curves, slopes or walls that would impede adequate site
<br />distance on a road. Therefore, the project would have a less than significant impact. No new or more severe impacts
<br />on transportation are anticipated in the EIR/SEIR, and there is no new information of substantial importance for CEQA
<br />purposes.
<br />d. The DTPP Final EIR found that impacts related to emergency access would be less than significant. The DTPP Plan-
<br />Wide Amendments analysis concurred, finding that proposed roadway closures, abandonments, and extensions
<br />contemplated provide for a grid network that would not substantially affect the ability of drivers to yield the right of
<br />way to emergency vehicles or preclude the ability of emergency vehicles to access streets within the amended DTPP
<br />area. And conditions of approval would address temporary street disruptions associated with construction. For these
<br />reasons, the impact was found to be less than significant.
<br /> The proposed project component would utilize the existing roadway system. The project component design would be
<br />required to comply with all applicable City codes and regulations pertaining to emergency access, as well as fire
<br />protection and security. DTPP program EIR Mitigation 8-1 requires the City to implement signal detectors at selected
<br />intersections as needed over time to provide priority traffic signal timing for emergency response vehicles; and, as
<br />already noted in this Consistency Checklist (see item XV, Public Services), the DTPP Plan-Wide Amendments
<br />program SEIR (pp. 14-12 through 14-13 explained that this mitigation measure has been effectively implemented in
<br />the Downtown. As a condition of project component approval, the project component applicant must prepare a
<br />mandatory construction traffic routing and parking plan (traffic control plan) subject to City review and approval, to
<br />ensure that adequate emergency access is maintained during construction; all traffic control for lane closures during
<br />construction shall conform to the Work Area Traffic Control Handbook administered by the City. As a result of the
<br />standards, mandatory regulations, and conditions of approval noted above, the proposed project component would not
<br />impair or interfere with emergency access, and the impact is considered less than significant. No new or more severe
<br />impacts on recreation are anticipated in the EIR/SEIR, and there is no new information of substantial importance for
<br />CEQA purposes.
<br />CONCLUSION
<br />With regards to the issue area of Transportation, the following findings can be made: (1) no peculiar impacts to the
<br />1900 Broadway project component or its site have been identified, (2) there are no potentially significant effects or
<br />off-site and/or cumulative impacts which were not discussed by the EIR/SEIR, (3) no substantial new information has
<br />been identified which results in an impact which is more severe than anticipated by the EIR/SEIR, and (4) no
<br />mitigation measures contained within the EIR/SEIR would be required because the project component specific impacts
<br />would be less than significant. For these reasons, the transportation impacts of the proposed project component would
<br />be consistent with the impacts identified in the EIR/SEIR and this project component does not require additional
<br />environmental review under CEQA Guidelines section 15183.
<br />
<br />847 Woodside Road Component:
<br />a. The Focused GPU program EIR (pp. 4.17-34) concluded that development facilitated by the Focused GPU could
<br />conflict with goals and policies related to providing a safe and convenient transportation system for all modes of travel,
<br />due to increased delay to transit facilities and services caused by increased vehicle traffic and increased pedestrian
<br />and bicycle demand on roadways and also collisions involving transit users, bicyclists, and pedestrians. However, the
<br />Focused GPU program EIR (pp. 4.17-34 and 4.17-35) explained that existing General Plan Circulation Element
<br />policies and the programs included in RWCmoves and RWC Walk Bike Thrive would provide sufficient guidelines,
<br />ATTY/RESO.0074/CC RESO 847 WOODSIDE (CEQA) - EXHIBIT 1 - CEQA CONSISTENCY CHECKLIST
<br />REV: 10-23-24 VR
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