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�,A-4 <br /> � intersection by more than five seconds during the AM and PM peak hours, periods <br /> ��• during which the intersection would be expected to operate at an unacceptable level of <br /> service even absent the addition of Project traffic. The intersection is also expected to <br /> meet the CalTrans "Peak Hour Volume WarranY' for tra�c signal installation durin� the <br /> AM and PM peak hours (Impact 7-17). <br /> Mitigation: The project appiicant shall be required to make a fair share <br /> contribution toward either of two altemative mitigations: 1) installation of a traffic signal <br /> at the intersection, widening of the northbound approach to include a dedicated left tum <br /> lane and a shared through/right-turn lane, and reconfiguration of the southbound <br /> approach to include a dedicated left turn lane and a shared tha�ugh/right-tum lane; or 2) <br /> installation of a roundabout at the intersection (Mitigation 7-17). <br /> Findings: The mitigation measure described above is feasible and will <br /> reduce the cumulative impact described above to a less-than-sign�cant level. <br /> S. Cumulative (2020) Impact on the Alameda de las PulaaslWoodside <br /> Road Intersection <br /> Potential Impact: By 2020, assuming the addition of traffic generated by <br /> all other approved and pending projects in the vicinity, the addition of Initial Project <br /> traffic would have been expected to increase the average delay at the Alameda de las <br /> Pulgas/Woodside Road intersection by more than five seconds during the AM peak <br /> hour, a period during which the intersection would already be expected to operate at an <br /> — unacceptable level of service even absent the Project (Impact 7-18). However, the <br /> Project, which is essentially identical to FEIR Alternative 6 for this purpose, is not <br /> expected to have a significant cumulative impact at this intersection. <br /> Mitigation: The Project is required under the Marina Shores Precise Plan <br /> to achieve a fifteen percent (15%) reduction in trips through implementation of <br /> Transportation Demand Management programs ('TDM"). This requirement is fully <br /> enforceable by a provision which permits the City to withhold building permits if the 15% <br /> reduction is not achieved. No further mitigation is required. <br /> Findings: Adoption of the Project, in place of the Initial Project, results in <br /> this impact being less than significant. <br /> T. Cumulative (2020) Impact on the BroadwavNVoodside Road <br /> Intersection <br /> Potential Impact: By 2020, assuming the addition of traffic generated by <br /> all other approved and pending projects in the vicinity, the addition of Initial Project <br /> tra�c would have been expected to increase the average delay at the <br /> Broadway/Woodside Road intersection by more than five seconds during the PM peak <br /> hour, a period during which the intersection would already be expected to operate at an <br /> unacceptable level of service even ab§ent the Project (Impact 7-19). However, the <br /> Project, which is essentially identical to FEIR Altemative 6 for this purpose, is not <br /> — expected to have a significant cumulative impact at this intersection. <br /> 1289\02�1792782 15 <br /> AtrylReso/Reso.1470 � <br /> 052004 <br />