2 - EIR18-01; DA18-01; GPA18-06; AA18-10_2525 N MAIN STREET

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shown all queues are forecast to fit within the storage lengths at each location. Therefore, impacts related to queuing would not occur with implementation of the Modified Project in the existing condition. Freeway Segments: Freeway segments are under Caltrans jurisdiction. As shown in Table T-5, both with and without the Modified Project in the existing condition, all traffic study area freeway facilities would operate at unsatisfactory levels of service E or F except for the I-5 southbound Broadway and Main Street off-ramps in both the a.m. and p.m. peak hours. This is the same condition that would occur with implementation of the Original Project, as shown on DEIR Table 4.11-15. Thus, like the Original Project, the Modified Project would also result in less than significant impacts to freeway segments per Caltrans criteria. Opening Year (2020) Plus Modified Project Intersections: In the opening year (2020) plus Modified Project condition, all study area intersections are forecast to operate at satisfactory levels of service except for the Main Street/Santa Clara/I-5 NB On Ramp and the SR-22 eastbound ramps at Town and Country Road in both the a.m. and p.m. peak hours, as shown in Table T-6. With the addition of traffic from the Modified Project, the LOS at these locations would not be reduced. Therefore, like the Original Project, the Modified Project would not result in exceedance of the City or Caltrans criteria, and no impacts at other intersections would occur in the opening year (2020) plus Modified Project condition. Thus, impacts would be less than significant. Roadway Segments: As shown in Table T-7, all study area roadway segments are forecast to operate at satisfactory levels of service and implementation of the Modified Project would not cause an exceedance of LOS criteria on any of the roadway segments in the traffic study area. Therefore, impacts to roadway segments in this scenario would also be less than significant. Queueing: As described previously, the Modified Project would result in reducing the storage length along N. Main Street. Table T-8 shows the queueing in the opening year (2020) plus Modified Project condition. As shown all queues are forecast to fit within the storage length at each location. Therefore, impacts related to queuing would not occur with implementation of the Modified Project in the year 2020 condition. Year 2040 Plus Modified Project Intersections: As shown in Table T-9, in the year 2040 plus Modified Project condition, all study area intersections are forecast to operate at satisfactory levels of service except for: • N. Main Street and Santa Clara Avenue-I-5 northbound ramps in both the a.m. and p.m. peak hours; • N. Main Street and 17th Street in the a.m. peak hour; and • SR-22 eastbound ramps at Town and Country Road in both the a.m. and p.m. peak hours (same as existing condition). These intersections would operate at an unsatisfactory LOS under 2040 both without and with project conditions, which would also occur by the Original Project, (DEIR Table 4.11-29). In addition, the LOS at these intersections would not change with implementation of the Modified Project in 2040 conditions. Therefore, the Modified Project would not result in a significant impact in the 2040 scenario, and impacts would be less than significant. Roadway Segments: As shown in Table T-10, all study area roadway segments are forecast to operate at satisfactory levels of service in 2040 with implementation of the Modified Project. Therefore, impacts to roadway segments in this scenario would also be less than significant. 2-172