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7.A. - Page 246 �ity Precise Plan Final EIR Revisions ..,.,, ,,, ,,,,,,,,,,,,,, ,.,.,, 7. Transportation, Circulation, and Parking August 6, 2013 Page 7�3 (Mitiqation 7-8(b) continued): unsignalized intersection to a single-lane roundabout. Standard roundabouts are at least 110 feet in diameter. Smaller roundabouts may operate efficiently down to 80 feet in diameter. The existing intersection at Charter Street and Bay Road would allow up to an 80-foot-diameter roundabout. If the design work shows that the 80- foot-diameter roundabout would not require the acquisition of additional right-of-way and would not create additional safety hazards for motorists, pedestrians, or bicyclists compared to Mitigation 7-8(a), and if substantial evidence at the time the roundabout is proposed shows that the roundabout would not divert traffic to other intersections, the roundabout shall be considered feasible and may be substituted for Mitigation 7-8(a). With this improvement, the level of service (LOS) at this intersection would improve to an acceptable LOS B during the AM peak hour and LOS C during the PM peak hour. Traffic from the proposed project would add 10.0 seconds to the PM peak hour delay at this intersection over Near Term No Project conditions (see EIR Table 7.11); other Near Term growth would add 14.5 seconds to the delay over Existing conditions. Therefore, it is assumed that the proposed project would contribute approximately 41 percent toward this impact. The proposed project would mitigate its contribution to this impact by contributing its fair share to a mitigation fund established to pay for the cost of this improvement (estimated, based on this EIR, to be 41 percent) at the time of issuance of a building permit or, if the City adds the roundabout to its Traffic Impact Fee Program (TIF) project list, the proposed project would mitigate its contribution to this impact by paying its Traffic Impact Fee in effect at time of payment and issuance of a building permit. Apalicant's full fundina or construction of the improvement. subiect to potential reimbursement as arovided in the Precise Plan. would also mitiaate the proiect's contribution to this impact. Implementation of any one of these two mitigation options would reduce this project impact to a less-than-significant level. Impact 7-9: Near Term Plus Project Impact on Douglas Avenue/Broadway Intersection. Under Near Term Plus Project conditions during the AM peak hour, project traffic would cause the intersection to degrade from LOS C (21.9 seconds) to LOS F (179.1 seconds). During the PM peak hour, the intersection would continue to operate at LOS F, but project traffic would cause the critical delay at the intersection to increase from 54.5 seconds to 223.4 seconds (i.e., by 168.9 seconds). In addition, this intersection would have peak hour volume increases large enough under both peak hours to satisfy the peak hour signal warrant. According to City guidelines, these changes constitute a significant project impact (see criteria for"Intersection Impacts" in subsection 7.4.1, "Significance Criteria," above). T 1706721FE1RI7-r2(70672J.doc