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the feasibility and possible methods of collecting funds from such owners to reimburse the project proponent for a portion of the costs for engineering and construction. Two methods which may be considered would be acquisition of the improvements by a future assessment district, or by levy of a road fee on all construction as built within an area of benefit. The rest of the traffic impacts and suggested mitigation measures are discussed in detail in the "Traffic Impact Analysis" portion of the report prepared by Joseph R. Holland, Consulting Traffic Engineer, and is included in this report immediately following this section. (The "Existing and Projected Peak Hour Traffic Volumes" portion is included in Appendix B). It should be noted that corrections have been made in the Traffic Impact Analysis. These occur on Page 1 and Tables II and III following Page 4. A reduction in the total number of proposed dwelling units from 1,540 to 1,500 and the resulting change in the number of each type is reflected on Page 1 and Tables II and III. In Tables II and III, the trip generation rates were adjusted upward to agree with current city rates. According to Gregg Meissner, Engineer with the Department of Public Works, these changes will not materially affect the traffic report and further changes are not required. The table on the following page is a composite of portions of the tables in the Traffic Consultant's report. It is included herein to enable the reader to more readily compare the estimated and projected levels of service at various locations as they exist now and when the recommended mitigation measures are accomplished. C Of particular interest are the results that would be attained at the intersections of Charter Way and Fresno Avenue, and Charter Way and Stockton Street by installation of the improvements recommended as mitigation measures by the Consultant. The former would be improved from an existing D LOS to C LOS; the latter from the existing F LOS to A LOS. It is assumed that the Consultant has assigned the entire cost of providing these mitigations to the project. This assumption is based upon the Consultant's noting that the project's share of the costs of the mitigation measures in the cumulative impacts portion of the analysis was determined to be from 4% to 50%, depending upon the project's effect. In the two intersections cited above, where the present levels of service are in the unacceptable range and, with the added traffic generated by the project, the recommended improvements would bring the LOS to acceptable range, the City should determine the amount to credit to the project for such improvements. 54