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7.A. - Page 38 ATfACHMENT 1 through/right-turn lane. In addition, the signal phasing on the eastbound and westbound approaches would need to be modified from permitted phasing to protected phasing. Because this intersection is subject to Caltrans jurisdiction, any changes to the operation of the signal would require Caltrans approval. Pursuant to Caltrans Deputy Directives 64 and 64-R1, requiring facilitation of multimodal travel, it is possible that the above intersection improvements would also be required to include such features as new crosswalk and pedestrian signals across Bay Road on the west side of Woodside Road, restriping of two crosswalks on Woodside Road to provide straight and shorter walking distances, pedestrian median refuges on Woodside Road, curb ramps, pedestrian count- down signals, an emergency vehicle pre-emption system, reconstruction of corner radii to reduce pedestrian crossing distances, bike lanes, and bike detectors. Finding: Implementation of Mitigation 7-2 would improve the level of service (LOS) at this intersection to an acceptable LOS D in the PM peak hour, resulting in a /ess- than-significant impact. However, because this improvement would require Caltrans approval, the City cannot ensure the construction of this improvement. Without implementation of the proposed mitigation, the impact would be significant and unavoidable. Facts in Support of Finding: Implementation of Mitigation 7-2 would reduce the project's traffic impact at the Woodside Road/Bay Road intersection to a less-than- significant level through a combination of roadway restriping and modified traffic signal phasing, and based on Caltrans directives, possibly new crosswalk and pedestrian signals, pedestrian crosswalk restriping, pedestrian median refuges, curb ramps, an emergency vehicle pre-emption system, new corner radii to reduce pedestrian crossing distances, bike lanes, and bike detectors. However, the City cannot guarantee in advance that Caltrans will approve the mitigation, so the impact is currently considered significant and unavoidable. These facts are described in Draft EIR chapter 7 (Transportation, Circulation, and Parking) on pages 7-1 through 7-70, Draft EIR appendix 21.3 (Supplemental Transportation Information), and Final EIR appendix A (Supplemental Traffic Information), which are hereby incorporated by reference. Impact: Impact 7-3: Existing Plus Project Impact on Charter Street/Broadway Intersection. Under Existing Plus Project conditions during the AM peak hour, project traffic would cause the intersection to degrade from LOS B (14.1 seconds delay) to LOS F (117.1 seconds delay). In the PM peak hour, project traffic would cause the intersection to degrade from LOS C (17.9 seconds delay) to LOS F (122.5 seconds delay). In addition, this intersection would have peak hour volumes large enough under both peak hours to satisfy the peak hour signal warrant. Mitigation: Mitigation 7-3. To mitigate the project's impact (i.e., the project applicant would be responsible for fully funding/completing the mitigation) at the intersection of Charter Street and Broadway, the intersection would need to be signalized with protected phasing on all approaches. The northbound and southbound approaches on Charter Street would need to be restriped to include a total of one left-turn lane and one shared through/right-turn lane. The eastbound and ATTY/RES0.2901/STANFORD EIR CERTIFICATION REV:08-29-13 VR Page 28 of 56