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L <br /> Potential Potential > <br /> vD <br /> Significance Significance <br /> Without Mitigation With N -o <br /> Impacts Mitigation Mitigation Measures Responsibility Mitigation �, ) <br /> oca <br /> cp <br /> and worse LOS F (unacceptable)conditions during Or, as a third alternative, install a roundabout at the <br /> the PM peak hour. The change in the PM average intersection. With the roundabout,the intersection <br /> delay at the intersection due to the project is would operate at LOS A during the AM and PM peak -p <br /> expected to be more than 5.0 seconds. The hours under Project Conditions. <br /> intersection is also expected to satisfy the Caltrans <br /> Peak-Hour Volume Warrant for traffic signal Implementation of any one of these three mitigation <br /> installation during the PM peak hour under Project alternatives would reduce the project's secondary <br /> Conditions. These secondary effects of constructing impact at the Blomquist Street/Maple Street <br /> the Blomquist Street Extension would represent a intersection to a less-than-significant level. <br /> significant secondary impact. Because the mitigation is also required to mitigate <br /> future cumulative traffic impacts,the applicant's fair- <br /> share contribution to this mitigation would reduce the <br /> project's contribution to this impact to a less-than- <br /> significant level. <br /> Impact 7-11: Project Impacts on C/CAG's S Mitigation 7-11. Based on the C/CAG Applicant LS <br /> Congestion Management Plan (CMP) Roadway requirements,the project sponsor shall implement <br /> Network--AM and PM Peak Hours. The proposed and maintain a transportation demand management <br /> project is expected to generate about 157 to 196 (TDM)program that meets the requirements <br /> peak-hour trips during the PM peak hour. Because presented in the C/CAG Guidelines for the <br /> the project trip generation rate is more than 100 net Implementation of the Land Use Component of the <br /> new peak-hour trips and the project is subject to Congestion Management Program(2004)in order to <br /> CEQA review, the proposed project must meet the reduce the number of trips on the CMP roadway <br /> requirements presented in the C/CAG Guidelines for network. The TDM program, to be developed by the <br /> the Implementation of the Land Use Component of project sponsor, must be approved by both the City <br /> the Congestion Management Program(2004). Until of Redwood City and C/CAG prior to City approval of <br /> the project meets these requirements to C/CAG any tentative subdivision map or development <br /> satisfaction,the project's potential effects on agreement for the proposed project. Implementation <br /> C/CAG's CMP roadway network in the PM peak of this measure would reduce the impact to a less- <br /> hours are considered to be significant. than-significant level. <br /> Impact 7-12: Project Driveway Safety Impacts. If S Mitigation 7-12. The following guidelines shall be Applicant LS <br /> not properly accompanied by sight line obstruction followed in finalizing project access details: <br /> controls(landscaping and street trees could limit c7)' <br /> sight distance for drivers entering and exiting the • To minimize the potential for visual restrictions, fl <br /> driveway),the project driveway connection to Uccelli a minimum sight distance of 200 feet shall be m -013 <br /> -a > <br /> S = Significant a m <br /> LS = Less than significant a v <br /> SU = Significant unavoidable impact , o <br /> NA = Not applicable <br /> T:110695 Pete's Harbor EIR Addendumlrevised addendum no 21Table 1-1(10695-01).doc <br />