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As defined in County Code Section 9-115.555, "primary retail" includes retail establishments that provide a limited number of frequently or recurrently needed personal items or services for residents in an immediate neighborhood. These establishments shall be of appropriate size and scale to meet the above criteria. As noted in Table 7-2, this land use is a permitted use subject to Site Approval by the County. Typical uses include small grocery stores, barber shops, beauty parlors, and self-service Laundromats. For this analysis, a small grocery store and a fast-food restaurant are assumed as an alternative land use. The grocery store would be the same size as the convenience market of the proposed Project — approximately 7,700 square feet. The fast-food restaurant would be the same size as that in the proposed Project—3,000 square feet. No fuel dispensing services would be provided. The proposed retail and restaurant used are permitted in the C-FS zone, with both uses requiring Site Approval by the County. (DEIR,p. 7-12.) 2. Analysis of Alternative 4's Ability to Reduce Significant Project Impacts Adoption of Alterative 4 would not avoid the Project's significant and unavoidable impacts. Transportation For the evaluation of traffic impacts, a trip generation figure for a supermarket, provided by Trip Generation, 8th Edition, was used (102.24 per 1,000 square feet). The trips for the fast-food restaurant are the same as calculated by the Kimley-Hom traffic analysis (1,490 trips). Based on these figures, this alternative land use would generate approximately 2,276 trips, which is approximately 50% less than the 4,532 trips used to evaluate air quality impacts of the proposed Project. Given the reduced vehicle trips, impacts on the intersections and freeway ramp junctions would be reduced. As with the Combination Gasoline Station alternative, it is expected that intersections operating at LOS D with the proposed Project under cumulative conditions would likely operate at a minimally acceptable LOS C under this alterative.As indicated in the Project traffic analysis, however, LOS D and LOS F occurred under cumulative conditions with the proposed Project at the SR 12/North Thornton Road intersection during AM and PM peak hours, respectively. For the proposed Project, a mitigation measure requiring signal coordination at the three intersections studied in the traffic analysis was recommended. This same mitigation would apply under this alterative. Freeway ramp junctions would continue to operate at LOS D under both existing and cumulative conditions under this alterative and this alternative would contribute traffic to these unacceptable LOS. As any contribution of traffic to the ramp junctions operating at LOS D would be a significant impact, and because no feasible mitigation is available, as is the case for the proposed Project, the ramp junction impacts for this alternative would be significant and unavoidable under both existing and cumulative conditions. The potential elimination of heavy-duty truck traffic may have a more positive effect on this issue. As such, though traffic generation may be reduced under this alternative, impacts under this alternative would be similar to those of the proposed Project. (DEIR, p. 7-12.) Similar to the prior alternatives, the DEIR analyzed the potential impacts of Alternative 4 after assuming that any remaining acreage at the Project site would remain undeveloped. Alternative 4 Love's Travel Stops Project 22 Findings of Fact and Statement of Overriding Considerations