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

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require the rernoval of 15 parking spaces from Douglas Aven�ae. These facts are described in Draft EfR chap#er 7 (Transpartation, Circufation, and Parking} on pages 7-1 througf� 7-70, Draft EIR appendix 21.3 (Supplementa! Transportation Information}, and �'inal EIR appendix A (Supplemental Tra�+� Information), whjch are hereby incorporated by reference. Impact: �mpact 7-7�: Near Term Plus Project Impact on 5th AvenuelBay Raad Intersection. Under Near Term Plus Project conditions du�ing the i'M peak hour, project traffic would cause the intersection to degra�e from LOS C {21.8 seconds delay) to LOS E {3$.4 seconds delay). ln additior�, this intersection would have peak hour volume increases large enougt� under both peak hours to satisfy the peak hour signaf warrant. Mitigation: Mitigat�on 7-10(a). The signalization of the 5th AvenuelBaY Road intersection is a transpartation project included in the City's 2000 Traffic Impact Fee Program (TIF). Payment by the pratect a�plicant af its City Traffic lmpact Fee in effect at time of payment and issuance of a building permit (or alternatively applicant's ful! funding or constructian of the improvement, subject to potential reimbursement as pro►►icled in the Precise Plan) would mitigate this impact. To mitigate the project's impact at the intersection of 5th A�enue and Bay Raad, the intersection wauld need to be signalized. (5th A�enue is considered north-sa�th and Bay Raad is cansidered east-west.} No further improvements would be required. ar Mitigation 7-70(b}. Mitigatian of the prvject's impact at the inter�section of 5th Avenue and Bay Road would require the conversion of the all-way stop contralled irttersectior� to a single lane roundabout. The existing road widths at 5th Avenue and Bay Road wauld allow up to an 85-foot-diameter roundabout. If the design work shows that the 85-foot-diameter roundabout would not require the acquisition ofi additional right-of-way and would not create ac4d�tional safety hazards for motorisfs, pedestrians, or bicyclists compared ta Mitigatian 7-10{a}, and if substantial evidence at the time the roundabout is proposed shows that the roundabout would not divert tra�c to other intersections, the roundabout shall be considered feasible and may be su�stituted for Mitigation 7-10(a). Finding: Impiementation of Mitigation 7-10(a) would improve the ie�e1 of sen+ice� (LOS) at this intersection ta an acceptable LOS B during both peak hours, resulting in a less-fhan-significan#impacf. or Implementatian of Mitigation 7-10(b) would improve the 1e�el af service (LOS) at this intersection to an acceptable LOS A during both peak hours, resulting in a Jess-tharr-sigR�cant impact. Facts in 5upport of Finding: Impleme�tativn of eitF�er aption far Mitigation 7'-10 wauld reduce the projecYs traffic impact at the 5'h Avenue/Bay Road intersection ta a less-thar�- significant level. Mitigation option 7-10(a) requires the praject's payment of its City Traffic Impact Fee to help fund signaliza#ion of the intersection (to replace the current Stop signs}, Mitigation option 7-10(b) req uires the design and ATTY/RESp.289$/PC RESp RECdMMENDING STANFORD EIR CERTIFICATION REV:08-15-13 VR Page 34 of 56