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Item No. 5 PC : 7-2-87 VR-86-5/UP-86-6 Page 9 Omni-Means, the applicant ' s traffic consultant , projects that improvements to the local transportation system will be required for both project traffic and cumulative area traffic . For the initial project stage, which involves relocation of the existing congregation only, the consultant recommends the widening of Hammer Lane to create an east-bound left-turn lane at the project entrance. For cumulative area traffic demands, which does not include the nonproject land approved in the November 1986 election, the consultant recommends the following improvements: ° Widen Hammer Lane to a five-lane section with auxiliary intersection lanes between State Route 99 and the Stockton Auto Center. • Signalize the Christian Life Center entrance. ° Modify the State Route 99/Hammer Lane interchange to provide four lanes over the freeway, and reconstruct ramps. The Omni-Means recommendation is remarkably different from the improvement requirements developed by the City and County Public Works Departments. See "Conditions, if Approved. " The comment letter of the Council of Governments found the Omni-Means report unclear as to ( 1 ) the Christian Life Center ' s responsibility for transportation system improvements, ( 2 ) the number of trips per day generated by the project , and (3) the source of the cumulative traffic volume projections. It is apparent that a full appreciation of future traffic impacts and corresponding road improvement requirements will not be possible until the North Stockton Traffic Study and Fiscal Impact Study are completed. In addition, the Council of Governments notes that it is currently working on a localized traffic model for the March Lane/State Route 99 area and that its study area includes that portion of Hammer Lane located in the immediate project vicinity. The City and County have adopted a Specific Road Plan for Hammer Lane. The Plan, adopted in 1979, designates an ultimate Hammer Lane right-of-way with 110 feet at the project site. It also calls for the installation of a median divide. While the existing Hammer Lane right-of-way and road improvements are considerably less than those contained in the Specific Road Plan, the Plan itself needs to be upgraded to serve the project traffic volumes associated with cumulative development now foreseeable. Major projects such as that proposed should not be approved until local government has had an opportunity to