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4.Written Comments on the Draft EIR and Responses to Comments of criteria air pollutants, and Impact 4.B-3,obstruction of implementation of the 2010 Clean Air Plan due to an incremental increase in citywide vehicle miles traveled,as described in Section 4.B, Air Quality, of the Draft SEIR),these impacts are related to regional levels of air pollutants and do not directly affect locations near the area of the proposed EDZ, because traffic generated by the proposed EDZ would occur over a much large geographic area than the immediate vicinity and because the effects of most criteria pollutants are widely distributed. For example,ozone is not emitted directly from vehicles but is the result of atmospheric photochemical reactions between two pollutants that are emitted directly, reactive organic gases(ROG) and nitrogen oxides(NOx), when exposed to sunlight.Carbon monoxide, a criteria pollutant that is a concern at high local concentrations, has declined dramatically since the 1980s due to cleaner-burning engines and other pollution controls, and is seldom a concern in the Bay Area. With respect to the local effects of toxic air contaminants such as diesel particulate matter(DPM)and respirable particulate matter(PM2.5),as discussed under Impact 4.B-4 in Section 4.B,the analysis in the Draft SEIR found that effects would be less than significant(with mitigation required only should a sensitive use such as senior housing be proposed within the EDZ). The distance between the proposed EDZ area and the Val Vista neighborhood(approximately 1,000 feet for locations within the EDZ except that of the existing Fed Ex facility)would preclude news uses within the EDZ from generating significant localized air quality impacts to this neighborhood. The 2005 California Air Resources Board Air Quality and Land Use Handbook that is referenced in Section 4.B, Air Quality, of the Draft SEIR uses 1,000 feet as the screening distance from certain pollutant-generating uses which local agencies should consider when evaluating whether sensitive land uses such as residences should be permitted,because risks to local uses are much lower beyond this distance. Regarding potential local traffic impacts from the buildout of the proposed EDZ,as noted in Section 4.D,Transportation and Traffic,of the Draft SEIR and stated above in the Master Response to Comments about the Draft SEIR Traffic Impact Analysis, all traffic impacts identified in the Draft EIR would be mitigated to a less-than-significant level through implementation of identified mitigation measures. This includes impacts on Stoneridge Drive, which could otherwise affect the Val Vista neighborhood. However,the review and approval process for the portion of Mitigation Measure 4.D-Id that would address the queueing impact at the Stoneridge Drive/Johnson Drive intersection would require Caltrans approval and that of other non- City agencies,and thus is not fully under the control of the City of Pleasanton. Accordingly, because CEQA requires that mitigation measures be"fully enforceable through permit conditions, agreements,or other measures"(CEQA Sec. 21081.6(b)),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 necessarily be considered significant and unavoidable. The City will work with Caltrans and other agencies to ensure completion of the mitigation to the extent possible. Regarding access between the proposed EDZ and the Val Vista neighborhood,as stated in Section 4.D,Transportation and Traffic,of the Draft SEIR(page 4.D-58),the Design Guidelines for the proposed EDZ"provide guidance to future developers of sites within the area,and will include guidance regarding pedestrian access and circulation,and bicycle access consistent with General Johnson Drive Economic Development Zone 4-17 ESA/140421 Supplemental EIR Response to Comments March 2016