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4.Written Comments on the Draft EIR and Responses to Comments Signal warrant analysis, which uses a set of criteria to determine the relative need for and appropriateness of a new traffic signal to address increased traffic, was conducted for the unsignalized intersections of Johnson Drive at Owens Drive(North), Johnson Drive at Commerce Drive,and Johnson Drive at the Park and Ride lot. The analysis determined that the addition of EDZ-generated traffic warranted the installation of new signals at Johnson Drive at Owens Drive (North)and Johnson Drive at Commerce Drive. The Park and Ride lot intersection with Johnson Drive was not determined to require a new signal. Although total wait time at signals and intersections without signals near the area of the proposed EDZ could increase with implementation of Phase 1 and full buildout, traffic signal timing would be coordinated and adjusted by the City to minimize delays and ensure that total wait time would not change substantially. For example, as shown in Table 4.D-4 and Table 4.D-5 of the Traffic and Transportation section of the Draft SEIR,traffic currently experiences up to 16 seconds of delay(all-way stop control)at the intersection at Johnson Drive and Owens Drive(North) for every light cycle; with the addition of traffic from the proposed EDZ and the mitigation measures proposed in the Draft SEIR, including a new signal, this delay would increase incrementally, to up to 17 seconds. Comparison of the Traffic Impacts of the Proposed EDZ with Those From a Lower-Intensity Use Several comments requested clarification regarding the EDZ's traffic impacts as compared to lower-intensity uses that could be developed.The Draft SEIR includes the analysis of a Reduced Retail alternative,which would include some general retail and hotel uses(but no club retail use), and a No Project alternative that would result if existing uses were to continue within the area of the proposed EDZ along with some reasonably foreseeable additional growth of similar uses. Under the Reduced Retail alternative,the EDZ would be built out with approximately 171,500 square feet of new general retail uses and approximately 88,000 square feet of new hotel uses. The Reduced Retail alternative would generate fewer total traffic trips than the proposed EDZ (approximately 6,900 total weekday daily trips,as compared to the 12,270 total weekday daily trips that would be generated by the EDZ),and would result in the avoidance of some,but not all,of the significant traffic impacts of the proposed EDZ.This alternative could result in fewer or lower impacts to LOS at adjacent intersections; however,the volume of traffic trips to the EDZ area that would be generated by this alternative would likely result in some impacts similar to those that would occur under the proposed EDZ, including impacts related to spillback,and further degrade operations of freeway ramps at merge/diverge areas that are already operating at unacceptable levels. Under the No Project alternative,the EDZ would be built out with 338,000 square feet of office uses and 45,000 square feet of retail uses. The No Project alternative would generate less than half of the total traffic trips than the proposed EDZ(approximately 5,070 total weekday daily trips,?as 7 As calculated by Fehr&Peers.March 2016. Based on ITE Trip Generation Manual(91h Edition)trip generation rates for land use 820.Shopping Center/General Retail.and land use 710,Office.Pass-by trip reduction for general retail use is 30 percent. Johnson Dive Economic Development Zone 4-11 ESA/140421 Supplemental EIR Response to Comments March 2016