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Wayne Rasmussen July 25, 2013 Page 7 of 11 designated Gateway Intersection. For Gateway intersections, additional vehicle capacity could encourage more vehicle traffic that should remain on the regional transportation system and could also degrade the pedestrian experience and visual character of the intersection. The ultimate configuration of this intersection will be developed for the preferred land use and circulation Option and the EPSP Task Force will be consulted about the trade-offs between intersection capacity and level of service in the development of the final intersection configuration. Stoneridge Drive at El Charro Road: This intersection is projected to operate at LOS D or better during both peak hours considering build-out of the land uses identified in the General Plan and Housing Element. Projected peak hour service levels are not expected to change with the EPSP options under consideration. ROADWAY CAPACITY AND SIGNAL CONTROL The four Options would generate vehicle volumes on nearby roadways at levels less than what has been previously assumed for the EPSP in the HE EIR. The HE EIR evaluated both El Charro Road and Busch Road as four-lane facilities. Busch Road, based on the trip generating potential of the current Options, could be planned as a two-lane facility with consideration for additional capacity at intersections. El Charro Road is planned as four lane facility. Although not defined in any of the Options, all other roadways within the site should be two-lane roadways. New traffic signals would be needed at several locations throughout the site. It is anticipated that approximately five internal intersections would be signalized for Options 1 and 4. Option 5 would require approximately six signalized internal intersections, and Option 6 would require six or seven internal signalized intersections depending on how access to the industrial land use on the south-east area would be provided off of El Charro Road. When the preferred Option is chosen and further refined, and information is developed about how individual neighborhoods and parcels would take access to the primary roadway network, needed traffic control and intersection configurations can be better identified. All options would require approximately four existing signals to be modified.