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The Bowery Mixed -Use Protect 2. Response to Comments Comment 8: This comment identifies the Project trip generation as identified in the Draft EIR and states that the use of trip discounts results in reduced anticipated off -site impacts. The City of Tustin recommends that the worst -case scenario be presented rather than the best -case scenario. It should be noted that the analysis for The Heritage Project at 2001 East Dyer Road did not factor in pass -by trips to discount project trips. Response 8: The application of pass -by and internal trip capture reductions provide a realistic estimate of Project trips that reflects a reasonable estimate of the operation of the mixed -use Project that would provide residences, retail and restaurant uses, and employment; and is located on a site that is geographically in between homes and business, and lends itself to by-pass trips. Neither CEQA, nor City practice, requires the Project to evaluate an unrealistic worst -case scenario. It is reasonable and supported by published data to anticipate that there will be pass -by trips and internal capture, which is the goal of mixed -use development. All pass -by rates and internal capture percentages were referenced by widely used and accepted rates from the Institute of Transportation Engineers (ITE). The City notes that The Heritage project did not include pass -by trips In their trip generation analysis. However, The Heritage proposed a different mix of land uses and did not include coffee shop and fast-food uses, as proposed by the proposed Project. The Heritage did include reductions for internal trip capture. Comment 9: This comment states that the Industrial Park trip generation for the existing land use Is higher than the trip generation based on the Institute of Transportation Engineers (ITE) industrial park classification (i.e., per thousand square feet (TSF): 0.32 and 0.08 for AM in and out and PM in and out and 3.37 for ADT). The use of the higher trip generation for existing uses results in a reduced net trip generation change when compared to the proposed project, which would not be the worst -case scenario. The comment states that a worst -case scenario should be used when projecting trip generation for the proposed Project. Response 9: The Industrial Park trip rate used for this study came from the ITE Trip Generation Handbook 10* Edition. To accurately represent project trip generation, truck trips were calculated and a PCE factor was added to truck trips. Because the previous land use would generate more truck trips than the proposed land use, this is an appropriate method to represent the actual impact of the existing land uses on the adjacent roadways and intersections. Comment 10: This comment states that a queuing analysis should be provided for the left -turn into Driveway 1 at Warner Avenue to determine if the forecasted 290 vehicles in the PM peak hour can be accommodated in the proposed left -turn pocket and not have a negative impact on through traffic. Response 10: As a project design feature and condition of approval, the project applicant will implement the median modifications on Warner Avenue. A queuing analysis was prepared using Synchro for the northbound left -turn queue at Red Hill Ave/Warner Ave and the westbound left -turn lane at the project driveway. The table in this response provides the calculated queues. At the intersection of Red Hill Avenue/Warner Avenue, the northbound left -turn lane would accommodate the expected queue in all scenarios. At the project driveway, the worst -case left -turn queue is approximately 179 feet during the PM peak hour. The final design of the left -turn lane has not been completed, however, to accommodate the forecast queue, a minimum of 180 feet of storage plus a 60-foot transition would be provided (240 feet total). The westbound left -turn pocket on Warner just east of the project driveway would be removed to accommodate the required left -turn lane at the project driveway. This modification would change access to the Warner Corporate Park site located on the north side of Warner Avenue. Currently, there are two driveways to the Warner Corporate Park, a right-in/right-out only driveway at the location of the proposed project driveway (western driveway) and a full -access driveway approximately 270 feet to the east of the project driveway (eastern driveway), The proposed turn lane modification would revise the eastern driveway to Warner Corporate Park to right-in/right-out only and a full -access signalized driveway would be provided at the western driveway. As shown in the table below, the Project queuing would be adequately accommodated. City of Santa Ana Final EIR April 2020