Laserfiche WebLink
Metadata
Document management portal powered by Laserfiche WebLink 9 © 1998-2015 Laserfiche. All rights reserved.
C ITY OF S AN L EANDRO <br />S AN L EANDRO S HORELINE D EVELOPMENT P ROJECT EIR <br />EXHIBIT A: WORK SCOPE AND COSTS <br /> <br />THE PLANNING CENTER | DC&E 8 <br />MAY 1, 2013 <br /> <br />4. 2020 with Project Phases 1,2 and 3 <br />5. 2035 without Project <br />6. 2035 with Project Phases 1, 2 and 3 <br /> <br />As an alternative, KAI will evaluate one-way and two-way accesses alternatives to and from <br />the Shoreline Development for the 2035 Alternatives only. Because Marina Blvd East of <br />Neptune Drive and Fairway Drive east of Blue Whale Drive would not be appropriate for one- <br />way streets, City staff tentatively recommends limits of potential one-way sections as listed <br />below: <br />♦ Monarch Bay Drive – southbound one-way between Neptune Drive and Mulford Point <br />Drive <br />♦ Fairway Drive – eastbound one-way between Monarch Bay Drive and Blue Whale Drive. <br /> <br />KAI will also use the SimTraffic simulation model to evaluate operations of the transportation <br />system in the immediate area surrounding the project site under the 2035 with Project <br />Buildout scenario. Simulating individual vehicles will allow more detailed analysis of Project <br />impacts in the immediate vicinity of the Project site. The simulated area will include Marina <br />Boulevard between Monarch Bay Drive and Teagarden Street, Merced Street between Marina <br />Boulevard and Fairway Drive, and Fairway Drive between Monarch Bay Drive and Teagarden <br />Street. <br /> <br />Weekday AM and PM and Saturday peak hour service levels will be calculated at the study <br />locations including intersections, freeway mainlines, and ramp junctions. Using the <br />appropriate significance criteria, significant impacts will be identified. <br /> <br />KAI will identify and evaluate mitigation measures that would, if possible, reduce adverse <br />transportation impacts to less-than-significant levels. These measures may include, but not <br />limited to, roadway improvements, signalization of unsignalized intersections, enhancements <br />of pedestrian and bicycle facilities, and transportation demand management (TDM) strategies <br />such as shuttle service to and from the BART Station. <br /> <br />7. CMP ANALYSIS <br />The project will generate more than 100 “net” peak hour trips; therefore, the Alameda <br />County Congestion Management Program (CMP) will require the use of the Countywide <br />Travel Demand Model to assess the impacts on regional roadways near the Project site. City