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■ northbound US 101 (mixed flow) lanes between County line and Whip�le <br /> Avenue (AM)--an additional 6.1 percent of the freeway 5egment capacity; <br /> ■ northbound US 101 (mixed flow) lanes between Whipple Avenue and SR 92 <br /> (PM)--an additional 4.9 percent of the freeway segment capacity; <br /> • so�thbound US 101 (mixed flow) fanes between SR 92 and Whipple Avenue <br /> (AM)--an additional 2.2 percent of the freeway segment capacity; <br /> ■ southbound US 101 (mixed flaw) lanes between SR 92 and Whipple Avenue <br /> (PM)--an additional 1.2 peroent of the freeway segment capacity; and <br /> ■ soutf�bo�nd US 101 (mixed flaw) lanes between Whipple Avenue and County <br /> line (PM}--an additional 2.5 percen# of the freeway segment capacity. <br /> Mit�gation: Mitigation 7-19. Mitigatior� of these effects to a less-than-significant level would <br /> require construction of an additiona� mixed flow lane or� US 101. Caltrans, which <br /> has jurisdictEOn over improvemen#s to US 101, has no plans ta widen the affected <br /> freeway segments due to right af way limita#ions. Recent projects have added <br /> auxiliary lanes to U5 101 from SR 92 to Marsh Road. The scheduled <br /> construction of auxilRary lanes on US 101 between Marsh Raad and <br /> Embarcadero Raad would afleviate congestion on the affected segments, but <br /> wauld not be sufficient to reduce impacts ta a Eess-than-significant level. <br /> Finding: lmplementation of Mitigation 7-19 is determined ta b� fnfeasibEe. Therefvre, the <br /> impact is ex�ected to remain sigrrificanf and urravordable. <br /> Facts in Support of Finc#fng: Implementation of M�tigation 7�19 wauld require construction of <br /> an additional mixed flaw iane on US 10�, which is under Caltrans jurisdiction and <br /> for which Caltrans has no current plans due to right of way limitations. The <br /> impact is expected to remain significant and unavoida#!e. These facts are <br /> describe� in Draft EIR chapter 7 {Transportation, Circulation, and Parking) on <br /> pages 7-1 through 7-70, Draft EIR appendix 21.3 (Supplemental Transportation <br /> Information), and Final EIR appendix A (Supplemental Traffic fnformation), which <br /> are hereby incorporated by reference, <br /> Impact: Impact 7-2D: Existing Plus Praject Impact on Pedestrian Facilities <br /> (HurlingamelBay and BarronlBay). Currently, two mid-block crasswalks afong <br /> Broadway and one crasswalk at �ay Road pro�+de pedestrian access in the <br /> Precise Plan area. Due to the limited existing pedestrian facilities on Bay Road <br /> along the project frontage, the existing pedestrian faciEities could enoourage <br /> pedestrians to cross rvads in undesignated areas. <br /> Mitigation: Mitigation 7-20. To mitigate this impact (i.e., the project a�plicant would be <br /> responsible for fully fundinglcompleting the mitigatian), additional high visibility <br /> crosswalks shall be created along Bay Road that are aiigned with the intersecting <br /> streets. These crosswalks could include bulbouts, high vis�bility paint, paving <br /> texturesl�reatmer�ts, or pedestrian flasl�ing warning light systems. These <br /> crosswalks would be installed at Hurlingame A►renuelBay Road and Barron <br /> AvenuelBay Road. <br /> A1�1'IRE50,2898/PC RE50 RECOMMENaiNG STANFORp�IR CERTIFICATiON <br /> REV:D8-15-13 VR <br /> Page 4Z of 5fi <br />