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

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Mitigation: Mitigatian 7-8ta). Ta mitFgate the praject's impact at the ir�tersection of Charter Street and Bay Raad, the intersec#ion would need to be signaaized with protected phasing on tf�e eastbeund and westbound approaches on Bay Road, and permitted phasing an the northbound and southbound a�praaches on Charter Street. In addition to signalization, the eastbound and ti�estbound approaches would need to be resfriped to include a total of one lef�-turn lane and one shared throughlright-turr� lane. Traffic fram the proposed project would add �4.0 seconds to the PM peak hour delay at this intersection o�er Near Term No Protect conditions (see Draft EIR Table 7.11); other Near Term growt� would add 14.5 seconds to the delay a�er Existing conditior�s. Therefore, �t is assumed that the proposed praject woufd corttribute approximately 4� percent taward this impac#. The praposed project wauld mitigate its contribution to this impact hy cantributing its fair share to a mitigation fund estabiished #o pay for the cost of this im�rovement(estimated, based on the Draft EIR, to be 41 �ercent) at the time of issuance of a building permit or, if the City adds the imprvvement ta its TrafFic Impact Fee Pragram (TIF) project list, the praposed project wo�ld mitigate its contribution to this impact by paying its Traffic Impact Fee in efFect at time of payment and issuance oi a building permit. Appiicant's full funding or construction of the impro�ement, subject to potential reimbursement as provided in the Precise Pfan, would also mitigate the project's contribution to this impact. or Mitigation 7-8(b). Mitigation of th� project's impact at fhe intersection of Charter Street and Bay Road would require #he conversian of the all-way stop controlled unsignafized intersectior� to a single-lane roundabout. Standard roundabouts are at least 110 feet in diameter. 5maller roundabouts may operate efficiently down to 80 feet in diarneter. The existing intersectian at Char#er 5treet and 8ay Road would allow up to an 80-foot-diameter roundabout. If the design work shows that the 80-foot-diame#er raundabaut would not require tf�e ac�uisition of additional right-of�way and would not create additiona! safety hazards for motorists, pedestrians, or bicyclists compared #a Mitigatian 7-8(a), and i� substantial evidence at the time the roundabout is proposed shows that the roundabout would not divert traffrc to oth�r intersections, the roundabout shall be considered �feasible and may be substituted far Mitiga#ion 7-8(a). Traffic from the proposed project would add 10.0 seconds to the PM peak ho�r delay at this intersection over Near Term No Project conditions (see Draft �IR Table 7.�1); other Near Term growth would add 14.5 seconds to the delay over �xisting conditions. Therefore, it is assumed that the proposed project wauld contribut� approximately 41 percent toward this impact. The praposed project would mi#igate its cantribution to this impact by contributing ifs fair share to a mitiga#ian fund �stablished to pay for the cost of this improvement (estimated, based on the Draft EIR, to be 49 percent) at the tirne of issuance of a building permit ar, i#the City adds the roundabout to its Tra�c Impact Fee Program (TiF) project list, the proposed project would mitigate its con#ributian to this impact by ATTY/it�50.2898/PC RE50 RECOMMENpING STANFDRD EIR CERTIFICATION REV:08-15-23 VR Page 32 of 55