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MOUNTAIN HOUSE PROPOSED MACHADO TENTATIVE MAP 4. ENVIRONMENTAL CHECKLIST 4.15 TRANSPORTATIONITRAFFIC houses have been occupied. Additionally, express bus service should be provided to jobs in Tracy before 44,000 residents live in the Mountain House Community(EDAW, 2005b). SIGNIFICANT IMPACTS IDENTIFIED IN 2005 SPIIIEIR The SPIIIEIR identifies two traffic impacts associated with development of Specific Plan III, of which the proposed project is a part. One, concerning potential traffic safety issues during construction,was less than significant. The following impact was potentially significant: — Impact 4.11-1:Transportation—Effects on 2025 Cumulative With-Project Conditions on Anticipated Network. This scenario evaluates the traffic impact on the roadways in the [Specific Plan III] vicinity from the buildout of the proposed [Specific Plan III] and the remaining portions of the MHMP in the cumulative 2025 scenario. Under the cumulative 2025 scenario, some of the arterials in the [Specific Plan IIl] vicinity are projected to operate at an unacceptable LOS. Without mitigation,traffic impacts on these roadways would be significant. With implementation of the mitigation adopted previously for MHMP development, however, traffic effects on all but two of the arterial segments evaluated would be less than significant. Altamont Pass Road west of Grant Line Road would still be projected to operate at LOS F, resulting in a significant and unavoidable impact. This result is consistent with the results of the MEIR. Also, Byron Road east of Grant Line Road is projected to operate at LOS D, while the current acceptable standard for this roadway segment is LOS C. This segment was not projected to operate at an unacceptable LOS in the MSIR. The effect on this segment would be potentially significant. In addition, several freeway segments in the project area are projected to operate at LOS F,as found in the MEIR. A significant and unavoidable impact would occur. MITIGATION MEASURES IDENTIFIED IN 2005 SPIIIEIR The SPIIIEIR determined that there is no additional mitigation to those provided in the MEIR that would reduce the 2025 cumulative traffic impact on Altamont Pass Road west of Grant _ Line Road and on I-580, I-205, and I-5 north of I-205 to a less-than-significant level. Impact on these road segments would remain significant and unavoidable. SPIIIEIR Mitigation Measure 4.11-1 states that for consistency with previously adopted roadway standards, San Joaquin County shall extend the standard of LOS D acceptability to the segment of Byron Road east of Grant Line Road. Traffic effects on this roadway were projected to be at LOS C in the MEIR with implementation of the approved roadway improvements. The SPIIIEIR analysis reveals that Byron Road east of Grant Line Road may operate at LOS D. Since the acceptable LOS for this segment is LOS C, this would be a _ potentially significant impact. However, it has become more evident in the past few decades that experiences with best practices and design support the adoption of LOS D as an acceptable standard. Adopting LOS C standards for street design can lead to unusually wide _ streets,high speeds, and dangers to pedestrians and bicyclists. For example, in the case of Byron Road east of Grant Line Road, at LOS D, a four-lane roadway would suffice whereas a LOS C standard requires a six-lane roadway. 4-78