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4.Written Comments on the Draft EIR and Responses to Comments Master Response to Comments About the Timing and Funding of Traffic Mitigation Measures Several comments on the Draft SEIR requested further information about the timing and funding of mitigation measures(Mitigation Measures 4.D-I a,4.D-lb, 4.D-1c, 4.D-1d. 4.D-2,4.D-3, and 4.D-4)that include improvements to traffic and transportation systems in the area of the proposed EDZ. These system improvements, as identified in the Draft SEIR, include new through and turn lanes along Stoneridge Drive and Johnson Drive and an expanded 1-680 northbound on-ramp. As individual property owners and/or project developers submit applications for projects within the EDZ area, the financial responsibility for these improvements will be identified in individual Development Agreements that the City may establish with the property owners and/or project developers, as determined necessary. The Development Agreements will specify future investments to be made by the owner and/or applicant in exchange for the right to develop a project. Because some of the freeway-related improvements require Caltrans(State) approval,the City will work closely with Caltrans to ensure the improvements are adequately designed and progress expeditiously through the approval process. In accordance with case law, mitigation measures identified in an EIR normally must be roughly proportional to the impact they are designed to avoid or reduce in intensity(CEQA Guidelines Section 15041). As described in the Draft SEIR under Impact 4.D-I (significant adverse effects to local study intersections), effects to three intersections would occur under Existing plus Project conditions with development of Phase I of the EDZ (club retail, hotel,and general retail uses). At two of these intersections—Commerce Drive at Johnson Drive and Johnson Drive at Owens Drive(North)—level of service(LOS)would degrade to an unacceptable level and installation of a traffic signal would be required to mitigate the impact. At the third intersection—Stoneridge Drive at Johnson Drive—vehicle queue spillback from Stoneridge Drive onto the freeway mainline and adjacent intersections and vehicle queues would extend beyond available storage for the eastbound left-turn movement from Stoneridge Drive to Johnson Drive, periodically impeding through traffic on Stoneridge Drive and resulting in southbound vehicle queues on Johnson Drive, blocking access to driveways along the corridor. (LOS would also degrade to an unacceptable level at the Stoneridge Drive at Johnson Drive intersection, but only with full buildout of the EDZ or the addition of near-term traffic,or both.)To mitigate the queueing impact, improvements would be required on approaches to the Stoneridge Drive at Johnson Drive intersection.4 Because all of the above impacts(except LOS degradation at Stoneridge Drive/Johnson Drive)would occur with development of Phase I of the EDZ, the City could assign financial responsibility for mitigation proportionately to the Phase I uses, and could require the applicable mitigation measures to be in place by the time that Phase I development is ready for occupancy. Because the club retail use is, by far, the largest generator of traffic that would occur with Phase I (nearly 80 percent of PM peak-hour trips), the club retail use would be expected to bear the greatest share of the financial responsibility for mitigation. 4 As stated in the Draft SEIR.because the review and approval process for the portion of the measure(Mitigation Measure 4.D-Id)that would eliminate the significant queueing impact at the Stoneridge Drive/Johnson Drive intersection is not under the control of the City of Pleasanton.the impact related to vehicle queue spillback periodically impeding through traffic on Stoneridge Drive and blocking access to driveways along Johnson Drive during the PM peak hour would be significant and unavoidable. Johnson Drive Economic Development Zone 4-55 ESA/140421 Supplemental EIR Response to Comments March 2016