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Given the reduced vehicle trips, impacts on the intersections and freeway ramp junctions would be reduced. As with the Reduced Project Size 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 alternative. 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 alternative. Freeway ramp junctions would continue to operate at LOS D under both existing and cumulative conditions under this alternative 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, however, 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. 7-11.) The potential for this alternative to reduce traffic generation will only be realized if the remainder of the site is not developed. If the entire site were developed with additional gas station and convenience market uses, trip generation would increase approximately 300 percent as compared to the Project. (Omni Means Technical Memo,p. 4.) If the remainder of the Project site under this alternative were developed with retail uses allowed under the C-FS zoning, an approximately 200 percent increase in trips as compared to those of the Project would occur. Based on these significant increases in trip generation, this alternative could result in a significant deterioration in intersection LOS conditions as compared to the proposed Project LOS conditions. (Omni Means Technical Memo, p. 5.) Air Quality Reduction in traffic volumes would also reduce the amounts of air pollutant emissions that would be generated, particularly NOx emissions. ROG, NOx and PMIO emissions under this alternative would be below the SJVAPCD significance thresholds. In addition, due to elimination of service for heavy-duty trucks, diesel particulate matter emissions would be reduced, thereby reducing the potential health risks associated with these emissions. (DEIR, p. 7-11.) As noted above, the DEIR reached this conclusion after assuming 10.43 acres of the Project site would remain undeveloped under Alternative 3. In the long term, this remaining acreage could be developed with combination gasoline stations or other commercial uses, thereby increasing trip generation and air quality impacts_ 3. Feasibility of Alternative 3 The Combination Gasoline Station alternative could result in a reduction in environmental effects associated with air quality and traffic impacts as compared to the proposed Project. This alternative would generate the least traffic among all the alternatives considered in detail and is considered the environmentally superior alternative. The reduction in environmental impacts associated with this alternative would be limited, as most of the potentially significant Love's Travel Stops Project 20 Findngs of Fact and Statement of Overriding Considerations