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10. TRANSPORTATION/CIRCULATION. Would theproject:
<br />a.
<br />POTENTIALLY
<br />X
<br />ISSUES
<br />POTENTIALLY
<br />SIGNIFICANT
<br />LESS THAN
<br />NO
<br />SIGNIFICANT
<br />UNLESS
<br />SIGNIFICANT
<br />IMPACT
<br />SOURCES
<br />ISSUES
<br />MITIGATION
<br />IMPACT
<br />substantial increase in either the number of
<br />INCORPORATED
<br />10. TRANSPORTATION/CIRCULATION. Would theproject:
<br />a.
<br />Cause an increase in traffic which is substantial
<br />X
<br />41 9, 16, 17
<br />in relation to the existing traffic load and
<br />capacity of the street system (i.e., result in a
<br />substantial increase in either the number of
<br />vehicle trips, the volume to capacity ratio on
<br />roads, or congestion at intersections)?
<br />b.
<br />Exceed, either individually or cumulatively, a
<br />X
<br />4, 9, 16, 17
<br />level of service standard established by the
<br />county congestion management agency for
<br />designated roads or highways?
<br />C.
<br />Result in a change in air traffic patterns,
<br />X
<br />4, 9, 16, 17
<br />Including either an increase in traffic levels or
<br />a change in location that results in substantial
<br />safety risks?
<br />d.
<br />Substantially increase hazards due to a design
<br />X
<br />4, 9, 16, 17
<br />feature (e.g., sharp curves or dangerous
<br />intersections) or incompatible uses (e.g., farm
<br />equipment)?
<br />e.
<br />Result in inadequate emergency access?
<br />X
<br />4, 9, 16, 17
<br />f
<br />Result in inadequate parking capacity?
<br />X
<br />4, 9, 16, 17
<br />g.
<br />Conflict with adopted policies, plans, or
<br />X
<br />4, 9, 16, 17
<br />Programs supporting alternative transportation
<br />(e.g., bus turnouts, bicycle racks)?
<br />h.
<br />Trigger CMA Review? (GPA involving more
<br />X
<br />4, 9, 16, 17
<br />than 100 p.m. peak hour trips generated over
<br />existing GP)
<br />EXPLANATION:
<br />a -e) Implementation of the proposed project would result in a direct and indirect increase in residents and vehicular traffic to
<br />the project site over current conditions, as an at -grade asphalt parking lot is replaced with multi -family residential
<br />housing (Site 1) and a vacant lot is replaced with a 329 to 345 -space BART parking garage (Site 2). Trip generation
<br />calculations adhere to the trip rate assumptions made for the Downtown San Leandro TOD Strategy, as set forth in the
<br />TOD Strategy FIR that was certified in 2007. Trip generation is the amount of traffic expected to be created from the
<br />proposed development and expected to travel the streets of San Leandro. Morning and afternoon peak hour trip
<br />generation was calculated using trip generation rates from the Institute of Transportation Engineers (ITE) Trip
<br />Generation, 7`h Edition. Based on the methodology used in the Downtown San Leandro TOD Strategy EIR, trip
<br />generation rates for the proposed project were calculated. Accordingly, traffic impact analyses were prepared to examine
<br />the transportation impacts of the proposed project on the existing and planned road network, pedestrian and bicycle
<br />activity, transit services, parking and operational safety (Kimley-Horn and Associates, November, 2008 and February
<br />2009)_ Those analyses determined that traffic generated by the project would exacerbate the already unacceptable levels
<br />of service at the intersection of San Leandro Boulevard and Parrott Street during the AM and PM peak periods. Because
<br />the San Leandro Boulevard/Parrott Street intersection operates at LOS "F" under the existing conditions, it is considered
<br />an existing deficiency. This is considered a potentially significant impact associated with project implementation.
<br />The traffic analysis includes the relocation and one-to-one replacement of the existing 329 parking spaces on the BART
<br />surface parking lot (Site 1) plus up to 16 additional spaces from the Cornerstone site to the proposed new BART parking
<br />garage located at the intersection of Martinez Street /Parrott Street (Site 2). The vehicles that currently park at the surface
<br />parking lot were rerouted to the new parking garage based on driveway traffic counts conducted on October 1, 2008, and
<br />the anticipated origin and destination of the existing BART parking lot users. The project trips were assigned to the
<br />existing street network based on the trip distribution. The existing roadway geometry and traffic control were assumed in
<br />the traffic analysis. The Existing plus Project peak hour turning movements were also evaluated. The results of the
<br />traffic analysis demonstrated that all of the study intersections operate at acceptable levels of service with the exception
<br />Cornerstone at San Leandro Crossings Initial Study 22 March 2009
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