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MiG 7.A. - Page 195 City of Redwood City �ir�Aaaenaum October 8, 2012 Page 3-32 11, establishment of a TDM program to C/CAG and City satisfaction, remain applicable to the current Pete's Harbor project and remain sufficient to reduce this impact to a less-than- significant level. Impacts 7-12 through 7-14 Analysis: Project Impacts on Driveway Safety, Internal Circulation, and Parking. The 2003 EIR identified potentially significant impacts associated with the following: ■ Driveway safety (Impact 7-12); ■ Internal circulation (Impact 7-13); and • Potentially inadequate project parking provisions (Impact 7-14). The associated 2003 EIR mitigations described specific driveway and internal circulation design criteria (e.g., site distances, internal roadway dimensions) and specific parking provision and parking management measures (e.g., a Parking Management Program), all subject to City review and approval, that would reduce these impacts to less-than-significant levels. Neither the 2003 project nor the current Pete's Harbor project would meet Redwood Citv Zoninq Ordinance (Article 30) on-site parking requirements. Under Article 30 parking requirements, the 2003 project would have required at least 5,427 parking spaces while providing 5,120 spaces, a shortage of 307 spaces. The current project would require at least 974 on-site parking spaces; the current project proposes 805 spaces, a shortage of 169 spaces. The applicant has submitted a parking modification request per Article 46.7.A.6 of the Zoning Ordinance, along with a Parking Management Plan, for City review. Conclusion. Minor changes to Impacts and Mitigations 7-12 and 7-13. Impact and Mitigation 7-14 have been modified to be consistent with the reduced, current Pete's Harbor project and the parking modification request. The mitigations remain sufficient to reduce these impacts to less-than-significant levels. Impact 7-15 Analysis: Cumulative (2020)With Project Impact on the EI Camino Real/Whipple Avenue Intersection. The 2003 EIR indicated that the 2003 project would contribute peak-hour traffic to level of service (LOS) conditions at the EI Camino Real/Whipple Avenue intersection, which was already projected to exceed the EIR-identified significance threshold (LOS E or worse) by the year 2020 without the project. Because it was determined that the 2003 project would increase the average delays at the intersection by 9.9 and 17.5 seconds during the AM and PM peak hours, respectively (the City's significance threshold is 5.0 or more seconds), this effect was identified as a significant cumulative impact. The associated 2003 EIR mitigation indicated that an improvement had been identified for this intersection in the Redwood City Tratfic lmpacf Mitigation Fee Study(TIMFS); however, according to the 2003 EIR traffic analysis, the TIMFS-identified improvement (a new right turn lane) would not be sufficient to mitigate this impact to a less-than-significant level. Instead, the 2003 EIR recommended eithera grade-separated railroad crossing at Whipple Avenue ora widening of the eastbound intersection approach, both of which were considered infeasible due to right-of-way and other physical constraints; this cumulative impact was therefore identified in the 2003 EIR as significant and unavoidable. T.•1106951Addenduml3(10695-Oi).doc