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while Fehr and Peers answers all of my questions as opposed to answering all of the developer's questions, there will be a little additional analysis that they have to do. Anyway, but they did study 11 intersections. Some of them are downtown intersections so they're actually exempt from our level of service D standard. The summary shows that in 2014 when they did this study, they passed. We've seen kind of an increase in some of the circulation. Some of it is due to construction on the freeway and things like that, but we didn't have them study the Sunol interchange. That was one of the questions. We know that that's a future project for construction. I already know that's going to be a future project for construction and I know they're going to put trips through and they're going to have to pay fees for that. That's the same thing that Lund Ranch had. There's going to be trips that go through there and the mitigation is to pay fees. So we can study that intersection. We can identify that that intersection has a failing level of service. I could tell you that right now, and that the result would be for them to pay fees. If they pay fees, we don't include that one. I want to talk about Nevada Street because the image that you saw up there with the three blue dots of the three intersections, those are the three intersections that stand to gain the most for the Nevada Street extension. You put Nevada Street kind of through the middle of Bernal and Vineyard and you get another route for some cars to go. So those two north and south intersections actually have a traffic reduction, and probably the easiest one for most residents to identify is the morning peak hour —we have a large number of vehicles that travel northbound on Bernal, make the left turn at McDonalds so most of them are going towards the high school. That left turn is pretty congested and it backs up pretty far. They now have an alternate route, right, so they'll be able to make a more direct path taking Nevada Street to get to Old Stanley which is kind of a direct line for them. So that helps one of our impacted intersections of Stanley/Valley /Bernal. And then Vineyard Avenue, we all see Vineyard Avenue congestion in both the a.m. and p.m. peak at Ray Street right where we merge down to a single lane. It takes some traffic off of that left turn to head southbound. It puts it on a through movement which actually gets a lot more time. That intersection is just a re- distribution. The volumes stay about the same. The level of service stays about the same for all of them, but there's a reduction in a couple of the intersections. So that's what's meant by the Nevada Street extension makes improvements. It makes improvements but it really doesn't change the level of service. Commissioner O'Connor: So Mike, you're talking about improving the intersections but now we're creating a lot more traffic within the residential neighborhood, right? Tassano: I don't know if I'd qualify it as a lot more traffic. Commissioner O'Connor: Well, whatever we relieve off of the intersection is going to come through the new development. Tassano: So it will come through the collector road. There are no homes that are fronting it, so the Nevada Street extension is a minor arterial /residential collector road. It's actually where we want cars. What we see right now is, as that northbound left turn that I was talking about at McDonald's starts to back up in the morning, a lot of people actually take that left turn early by the Fire Station and then they'll drive through California and up to California and Reflections so they kind of drive through. It's not really a neighborhood. It's an industrial area and commercial area, but that would be more like cut - through traffic. That's where I don't really want them to filter through those smaller areas mostly because PLANNING COMMISSION MINUTES, April 27, 2016 Page 20 of 43