Reso13 PC 13-16 2898 PC Reso Recommending Stanford EIR Certification

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through/right-turn lane. in addition, the signal phasing on the eastbound and wsstbaund approaches would need to be mod�ed from permitted phasing to protected phasin�. Because this intersection is subject to Caltrans jurisdiction, any changes to th� o�eratian af the signal wouid require Caltrans approval. Pursuant to Caltrans Deputy Directi�es 64 and fi4-R1, requiring facilitation of muftimodaf tra�el, it is possible that the abo�e interseckion improvements woul� alsa be required to include such features as new crosswalk and pedestrian signals across Bay Road on #he west side af Woodside Road, restr�ping of two crosswalks on Woodside Road ta provide straight and shorter walking distances, pedestrian median ref�ges an Woodside Road, curb ramps, pedestrian count- down signals, an emergency vehicle pre-errtption system, reconstruction of corner radii to reduce pedestrian crassi�g distances, h+lce lanes, and bike detectors. �'inding: Implementat�an of Mitigation 7-2 would improv�the fevel of serr�ice (LOS) at this intersection to an acceptable LOS D in the PM peak hour, resulting in a less- than-significant impact. Howe�er, because this improvement would require Caltrans approval, the City cannot ensure the co�struction of this impro�ement, Without implementation of the proposed mitigation, the impact would be srgn�cant and unavoidable. Facts in Support of Finding: Implementation of Mit+gatian 7-2 wou�d reduce the project's traffic impact at the Woodside RoadlBay Raad intersection to a less-than- significant level through a combination of roadway restripir�g and mod�ed traffic signal phasing, anci based on Caltrans directives, poss+bly new crosswaik and pedestrian signals, pedestrian crosswalk restriping, pedestrian median refuges, curb ramps, an emergency �ehicle pre-emption system, new corner radii to reduce pedestrian crossing distances, bike lanes, and bike detectors. Howe�er, the City cannot guarantee in ad�ance that Caltrans will approve the mitigation, so the impact is currentiy considered sig�ifican# and unavoidable. These facts are described in Draft EIR chapter 7 (Transportation, Circulatian, and Parking) on pages 7-1 through 7-70, Draft ElR appendix 21.3 (Supplemental Transportation Information), and Final EIR appendix A {Supplemental Traffic Information), which are hareby incorporated by referenoe. Impact: Impact 7-3: Existing Plus Project Impact on Char'ter StreetlBroadway Intersection. Under Existing Plus Praject conditions during the AM peak hour, praject tra�c would cause the in#ersectivn to degrade from LOS B (14.1 seconds delay) to L05 F (197.1 seconds delay). In the PM peak hour, pro�ect tra�ic wauld cause the intersection to degrade fram l.OS C (17.9 seconds delay} to LOS F (122.5 seconds delay). In addition, this interse�ion would have peak hour volumes large enaugh under both peak hours to sat+sfy the peak hour sig�a� warrant. Mitigation: Mitigation 7-3. To mitigate the project's impact (i.e., the project applicant would be respansible for fully funding/completir�g the mitigation) at the intersection of Charter Street and Broadway, the intersection would need to be signalized with protected phasing on all appraaches. The north�ound and southbound approaches on Cha�#er Street would need to �e restriped to include a to#al of ane left-turn lane and one shared throughlright�turn lane_ The eastbound and A7TY/RES0,2898/PC RE50 RECOMMENDlNG STANFORD EIR CERTiFICATION REV:08-15-13 VR Page 28 of 5fi