AgdaPkt 2014-03-24 Closed and Regular

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B.A. - Page 274 Pete's Harbor airy or rceawooa i,i y Revised EIR Addendum January 22, 2014 Page 3-33 modifications for the current project are described; and (3) the explanation of"shared parking" between residential and commercial uses has been removed because the current project does not propose any commercial (e.g., retail, office) uses. Mitigations 7-12, 7-13, and 7-14, as modified, remain applicable to the current Pete's Harbor project and remain sufficient to reduce these impacts to less-than-significant levels. Impact 7-15 Analysis: Cumulative (2020) With Project Impact on the El Camino Real/Whipple Avenue Intersection. The 2003 EIR indicated that the 2003 project would contribute peak-hour traffic to level of service (LOS) conditions at the El Camino Real/Whipple Avenue intersection, which was already projected to exceed the EIR-identified significance threshold (LOS E or worse) by the year 2020 without the project. Because it was determined that the 2003 project would increase the average delays at the intersection by 9.9 and 17.5 seconds during the AM and PM peak hours, respectively (the City's significance threshold is 5.0 or more seconds), this effect was identified as a significant cumulative impact. The associated 2003 EIR mitigation indicated that an improvement had been identified for this intersection in the Redwood City Traffic Impact Mitigation Fee Study(TIMFS); however, according to the 2003 EIR traffic analysis, the TIMFS-identified improvement (a new right turn lane) would not be sufficient to mitigate this impact to a less-than-significant level. Instead, the 2003 EIR recommended either a grade-separated railroad crossing at Whipple Avenue or a widening of the eastbound intersection approach, both of which were considered infeasible due to right-of-way and other physical constraints; this cumulative impact was therefore identified in the 2003 EIR as significant and unavoidable. Due to the substantial reduction in each project, it is estimated that traffic generated by the current Pete's Harbor project in combination with One Marina (the two properties that constituted the original Marina Shores Village project) would be substantially less than the 2003 project traffic. In combination, the two projects would increase average delays at the El Camino Real/Whipple Avenue intersection by approximately 3.8 and 5.7 seconds during the AM and PM peak hours, respectively, a substantial improvement over the 2003 project. However, the increase in PM peak-hour delay (5.7 seconds) would still exceed the City's significance threshold of 5.0 or more seconds, and would therefore represent a reduced, but still significant cumulative impact. Conclusion. No change. Although the current Pete's Harbor project's contribution to this cumulative impact would be substantially less than the 2003 Pete's Harbor contribution, the mitigation identified in the 2003 EIR for Impact 7-15 remains applicable to the current Pete's Harbor project. Because the same right-of-way and other physical constraints would exist, the mitigation would still be considered infeasible, and this cumulative impact would still be considered significant and unavoidable. Impact 7-16 Analysis: Cumulative (2020) With Project Impact on the Veterans Boulevard/Whipple Avenue Intersection. The 2003 EIR indicated that the 2003 project would contribute to peak-hour traffic LOS conditions at the Veterans Boulevard/Whipple Avenue intersection, which was already projected to exceed the EIR-identified significance threshold by the year 2020 without the project. Because the 2003 project would have increased the average delay at the intersection by 20.2 and 13.8 seconds during the AM and PM peak hours, respectively (the City's significance threshold is 5.0 or more seconds), this effect was identified as a significant cumulative impact. T.110695 Pete's Harbor EIR Addendumlrevised addendum no 213(10695-01).doc