Santa Clara Agrihood Traffic Operations Analysis

Prepared for: David J. Powers & Associates, Inc.

March 29, 2018

Hexagon Transportation Consultants, Inc.

Hexagon Office: 4 North Second Street, Suite 400 San Jose, CA 95113 Hexagon Job Number: 15GB42 Phone: 408.971.6100 Client Name: David J. Powers & Associates, Inc. Santa Clara Agrihood – Traffic Operations Analysis March 29, 2018

Table of Contents

Executive Summary ...... i 1. Introduction ...... 1 2. Existing Conditions ...... 9 3. Background Conditions ...... 16 4. Existing Plus Project Conditions ...... 19 5. Background Plus Project Conditions ...... 26 6. Other Transportation Issues ...... 32 7. Conclusions ...... 42 Appendices

Appendix A Traffic Counts Appendix B Approved Trip inventory and Approved Projects Appendix C Intersection Volume Summary Appendix D Level of Service Calculations Appendix E Vehicle Queuing Calculations List of Tables

Table ES 1 Intersection Level of Service Summary ...... iii Table 1 Signalized Intersection Level of Service Definitions Based on Control Delay ...... 6 Table 2 Existing Intersection Levels of Service ...... 13 Table 3 Background Intersection Levels of Service ...... 17 Table 4 Project Trip Generation Estimates ...... 21 Table 5 Existing Plus Project Intersection Levels of Service ...... 22 Table 6 Background Plus Project Intersection Levels of Service ...... 28 Table 7 Freeway Segment Capacity ...... 31 Table 8 Vehicle Queue and Left-turn Storage Capacity ...... 33 Table 9 Transit Vehicle Delay Summary ...... 38 Table 10 Freeway Off-Ramp Queueing Analysis ...... 39 Table 11 Freeway Ramp Analysis ...... 41 List of Figures

Figure 1 Site Location and Study Intersections ...... 2 Figure 2 Project Site Plan ...... 3 Figure 3 Existing Transit Services ...... 11 Figure 4 Existing Lane Configurations ...... 14 Figure 5 Existing Traffic Volumes ...... 15 Figure 6 Background Traffic Volumes ...... 18 Figure 7 Project Trip Distribution ...... 23 Figure 8 Net Project Trip Assignment ...... 24 Figure 9 Existing Plus Project Traffic Volumes ...... 25 Figure 10 Background Plus Project Traffic Volumes ...... 27 Figure 11 Project Trips at Site Access Points ...... 35

Santa Clara Agrihood – Traffic Operations Analysis March 29, 2018

Executive Summary

This report presents the results of the Traffic Operations Analysis (TOA) conducted for the proposed Santa Clara Agrihood development at 90 N. Winchester Boulevard in Santa Clara, California. The 5.8- acre site is located on the southwest corner of the Winchester Boulevard and Worthington Circle intersection. A portion of the site is proposed for 165 affordable senior housing units, which already have been approved and are included in the background traffic estimates. The remainder of the site is proposed for an additional 36 townhomes, 160 apartment units, and a 1,650-s.f. community cafe. The project also includes a 1.5-acre agricultural open space. The project site is currently vacant. Vehicle access to the proposed project would come from two driveways on Worthington Circle and one full- access driveway on Winchester Boulevard. The driveway on the east-west portion of Worthington Circle would serve inbound traffic only. This study was conducted for the purpose of identifying the potential traffic impacts related to the proposed development. The potential impacts of the project were evaluated in accordance with the standards set forth by the City of San Jose and the Santa Clara Valley Transportation Authority. The VTA administers the County Congestion Management Program (CMP). Since the proposed project is not projected to generate 100 or more net new peak-hour trips, a CMP analysis, which includes a freeway level of service analysis and a future growth analysis, is not required. However, per CMP guidelines, an analysis to document the determination that a freeway level of service analysis is not required is included within the following sections. The traffic study includes an analysis of AM and PM peak hour traffic conditions for thirteen (13) signalized intersections and three (3) freeway ramps in the vicinity of the project site. All of these intersections are located in San Jose.

Project Trip Generation

Based on the ITE trip generation rates and applicable reductions, it is estimated that the proposed project would generate 1,146 daily trips, with 79 trips (24 inbound and 55 outbound) occurring during the AM peak hour and 94 trips (59 inbound and 35 outbound) occurring during the PM peak hour.

Level of Service Analysis at Signalized Intersections

Table ES-1 summarizes the results of the intersection level of service analysis under background plus project conditions. The results show that one intersection located within the City of San Jose would be significantly impacted by the project, according to City of San Jose impact criteria. The impact and proposed improvements to mitigate the impact are described below.

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Winchester Boulevard and Stevens Creek Boulevard Mitigation Measure: The intersection of Winchester Boulevard and Stevens Creek Boulevard has been identified as a City of San Jose Protected Intersection. Thus, in lieu of physical mitigations at the Winchester Boulevard and Stevens Creek Boulevard intersection, San Jose requires projects to construct offsetting improvements to other parts of the transportation system in the area to improve system-wide roadway capacity or to enhance non-auto travel modes in furtherance of the General Plan goals and policies.

Freeway Segment Analysis

Per CMP technical guidelines, freeway segment level of service analysis shall be conducted on all segments to which the project is projected to add one percent or more to the segment capacity. Since the project is not projected to add one percent to any freeway segments in the area, freeway analysis for the CMP was not required.

Vehicle Queuing

The analysis of intersection levels of service was supplemented with a vehicle queuing analysis for left turn lanes at signalized intersections where the project would add a substantial number of trips to the turn movements. The queuing analysis indicated that the estimated maximum vehicle queues would exceed the vehicle storage capacity at one intersection. No queuing issues were identified. Site Access Site access was evaluated to determine the adequacy of the proposed site driveways with regard to delay, queuing, and sight distance. The following improvements were recommended:

Recommendation: Since left-turns out would create a potential safety issue along Winchester Boulevard, the City of Santa recommends disallowing left-turns out at the Winchester Boulevard driveway and making both driveways on Worthington Circle full access to serve traffic heading northbound on Winchester Boulevard and heading eastbound on Forest Avenue.

Recommendation: Red curb markings should be placed within the driveway triangle of safety for driveways on Winchester Boulevard and Worthington Circle.

Transit, Pedestrian and Bicycle Analysis

Transit, pedestrian, and bicycle access to the site is good, and no improvements are recommended. Freeway Ramp Analysis

The existing storage at the off-ramp would be adequate to accommodate the projected queue under background plus project conditions. The addition of project traffic would lengthen the projected queues at the study off-ramps by no more than one vehicle.

Based on the on-ramp meter analysis, existing vehicle storage on the I-880 and I-280 on-ramps is adequate to serve the existing maximum vehicle queues that develop due to ramp metering and would continue to adequately serve the estimated maximum vehicle queues that would develop with the addition of project-generated traffic.

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Table ES 1 Intersection Level of Service Summary

Existing Plus ExistingProject Background Background Plus Project Int. LOS Peak Count Avg. Avg. Avg. Avg. Incr. In Incr. In # Intersection Standard Hour Date Delay LOS Delay LOS Delay LOS Delay LOS Crit. Delay Crit. V/C

1 Winchester Boulevard and Hedding Street/Pruneridge Avenue D AM 10/20/15 29.1 C 29.2 C 32.2 C- 32.3 C- 0.1 0.002 PM 10/20/15 34.9 C- 35.1 D+ 39.9 D 40.2 D 0.4 0.005 2 Winchester Boulevard and Forest Street/Worthington Circle D AM 10/20/15 21.7 C+ 22.1 C+ 21.6 C+ 22.0 C+ 0.5 0.015 PM 10/20/15 23.5 C 23.9 C 27.0 C 27.3 C 0.2 0.011 3 Winchester Boulevard and Dorcich Street D AM 06/21/17 10.4 B+ 10.5 B+ 10.5 B+ 10.3 B+ 0.0 0.005 PM 06/21/17 21.2 C+ 20.8 C+ 21.2 C+ 21.0 C+ -0.1 0.013 4 Winchester Boulevard and Stevens Creek Boulevard * (Protected) D AM 10/11/16 33.3 C- 34.0 C- 36.2 D+ 36.6 D+ 0.7 0.010 PM 10/20/16 47.0 D 47.3 D 97.6 F 98.5 F 2.1 0.005 5 Santana Row and Stevens Creek Boulevard D AM 10/21/15 13.0 B 13.0 B 12.4 B 12.3 B 0.0 0.002 PM 10/21/15 27.4 C 27.3 C 27.0 C 26.9 C 0.0 0.003 6 Monroe Street and Stevens Creek Boulevard (Protected) D AM 10/21/15 29.7 C 29.7 C 44.1 D 44.5 D 0.3 0.002 PM 10/21/15 34.6 C- 34.5 C- 157.9 F 158.9 F 0.9 0.002 7 Winchester Boulevard and Olin Avenue D AM 10/20/15 16.6 B 16.5 B 19.7 B- 19.7 B- 0.0 0.003 PM 10/20/15 19.5 B- 19.5 B- 32.2 C- 32.1 C- 0.0 0.003 8 Winchester Boulevard and Olsen Drive D AM 10/20/15 13.8 B 13.7 B 25.1 C 25.1 C 0.0 0.003 PM 10/20/15 18.3 B- 18.2 B- 38.9 D+ 38.9 D+ 0.0 0.002 9 Winchester Boulevard and I-280 WB on-ramp/Tisch Way D AM 10/20/15 25.6 C 25.7 C 55.7 E+ 56.2 E+ 1.7 0.006 PM 10/20/15 34.6 C- 34.5 C- 74.9 E 75.2 E- 0.5 0.002 10 I-280 EB off-ramp and Moorpark Avenue * D AM 10/11/16 11.2 B+ 11.2 B+ 12.4 B 12.4 B 0.0 0.001 PM 12/13/16 11.8 B+ 11.9 B+ 12.5 B 12.5 B 0.0 0.002 11 Winchester Boulevard and Moorpark Avenue D AM 10/20/15 41.6 D 41.6 D 68.7 E 69.1 E 0.6 0.002 PM 10/20/15 43.6 D 43.7 D 46.1 D 46.2 D 0.0 -0.007 12 I-880 SB Ramps and Stevens Creek Boulevard* D AM 10/11/16 23.6 C 23.7 C 30.1 C 30.3 C 0.2 0.002 PM 11/10/16 22.5 C+ 22.6 C+ 27.4 C 27.7 C 0.6 0.004 13 I-880 NB Ramps and Stevens Creek Boulevard D AM 10/21/15 11.5 B+ 11.5 B+ 13.9 B 13.9 B 0.0 0.002 PM 10/20/15 11.7 B+ 11.8 B+ 12.9 B 13.0 B 0.1 0.003

* Denotes CMP Intersection Bold indicates unacceptable level of service. Bold and boxed indicate significant impact. LOS standard shown in the table is based on the City of San Jose's level of service policy. CMP LOS standard is LOS E.

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1. Introduction

Scope of Study

Since the proposed project is not projected to generate 100 or more net new peak-hour trips, a CMP analysis, which includes a freeway level of service analysis and a future growth analysis, is not required. However, per CMP guidelines, an analysis to document the determination that a freeway level of service analysis is not required is included within the following sections. The traffic study includes an analysis of AM and PM peak hour traffic conditions for thirteen (13) signalized intersections and three (3) freeway ramps in the vicinity of the project site. All of these intersections are located in San Jose. The study intersections and freeway ramps are identified below. Study Intersections 1. Winchester Boulevard and Hedding Street/Pruneridge Avenue 2. Winchester Boulevard and Forest Street/Worthington Circle 3. Winchester Boulevard and Dorcich Street 4. Winchester Boulevard and Stevens Creek Boulevard * 5. Santana Row and Stevens Creek Boulevard 6. Monroe Street and Stevens Creek Boulevard 7. Winchester Boulevard and Olin Avenue 8. Winchester Boulevard and Olsen Drive 9. Winchester Boulevard and I-280 WB on-ramp/Tisch Way 10. I-280 EB off-ramp and Moorpark Avenue * 11. Winchester Boulevard and Moorpark Avenue 12. I-880 SB Ramps and Stevens Creek Boulevard* 13. I-880 NB Ramps and Stevens Creek Boulevard * Denotes CMP Intersection

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Figure 1 Site Location and Study Intersections

NORTH W Hedding St Not to Scale Pruneridge Ave 1

880

Forest Ave Forest Ave Worth 2 Cir

Dorcich St 3

Stevens Creek Blvd 5 4 6 12 13

Alyssum Ln

Tatum Ln

Olin Ave 7

280 10 11

LEGEND 17

= Project Site Location

X = Study Intersection

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Figure 2 Project Site Plan

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Study Freeway Ramps  I-280 westbound diagonal on-ramp from Winchester Boulevard  I-880 northbound on Ramp from eastbound Stevens Creek Boulevard  I-880 southbound on-ramp from Stevens Creek Boulevard Analysis Time Periods Traffic conditions at the study intersections were analyzed for both the weekday AM and PM peak hours of adjacent street traffic. The AM peak hour is expected to occur between 7:00 AM and 9:00 AM and the PM peak hour is expected to occur between 4:00 PM and 6:00 PM on a regular weekday. These are the peak commute hours during which most traffic congestion occurs on the roadways. Traffic conditions were evaluated for the following scenarios:

Scenario 1: Existing Conditions. Existing traffic volumes at study intersections were based on traffic counts conducted in October 2015, October and December 2016, and June 2017. The study intersections were evaluated with a level of service analysis using TRAFFIX software in accordance with the 2000 Highway Capacity Manual methodology.

Scenario 2: Existing plus Project Conditions. Existing traffic volumes with the project were estimated by adding to existing traffic volumes the additional traffic generated by the project. Existing plus project conditions were evaluated relative to existing conditions in order to determine the effects the project would have on the existing roadway network.

Scenario 3: Background Conditions. Background traffic volumes reflect traffic added the projected volumes from approved but not yet completed developments in the project area. The added traffic from approved but not yet completed developments was provided by the Cities of Santa Clara and San Jose in the form of the Approved Trips Inventory (ATI) and approved project list.

Scenario 4: Background plus Project Conditions. Background traffic volumes with the project (hereafter called project traffic volumes) were estimated by adding to background traffic volumes the additional traffic generated by the project. Background plus project conditions were evaluated relative to background conditions in order to determine potential project impacts.

Methodology

This section presents the methods used to determine the traffic conditions for each scenario described above. It includes descriptions of the data requirements, the analysis methodologies, and the applicable level of service standards. Data Requirements The data required for the analysis were obtained from traffic counts, the Cities of Santa Clara and San Jose, and field observations. The following data were collected from these sources:

 existing peak-hour intersection turning-movement volumes  lane configurations  intersection signal timing and phasing  list of approved projects

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Level of Service Standards and Analysis Methodologies Traffic conditions at the study intersections were evaluated using level of service (LOS). Level of Service is a qualitative description of operating conditions ranging from LOS A, or free-flow conditions with little or no delay, to LOS F, or jammed conditions with excessive delays. The various analysis methods are described below. Signalized Intersections Signalized study intersections are subject to the local municipalities’ level of service standards. The Cities of San Jose and Santa Clara level of service methodology is TRAFFIX, which is based on the 2000 Highway Capacity Manual (HCM) method for signalized intersections. TRAFFIX evaluates signalized intersections operations on the basis of average delay time for all vehicles at the intersection. Since TRAFFIX is also the CMP-designated intersections level of service methodology, each of the Cities’ methodologies employs the CMP defaults values for the analysis parameters. Each of the Cities’ level of service standard for intersections is LOS D or better. The correlation between delay and level of service is shown in Table 1. City of San Jose Protected Intersection Policy Winchester Boulevard & Stevens Creek Boulevard and Monroe Street & Stevens Creek Boulevard are identified as City of San Jose Protected Intersections.

Protected Intersections consist of locations (there is a total of 30) that have been built to their planned maximum capacity and where expansion of the intersection would have an adverse effect on other transportation facilities (such as pedestrian, bicycle, transit systems, etc.). Protected Intersections are, therefore, not required to maintain a Level of Service D, which is the City of San Jose standard. The deficiencies at all 30 Protected Intersections in the City of San Jose have been disclosed and overridden in previous EIRs. If a development project has significant traffic impacts at a designated Protected Intersection, the project may be approved if offsetting Transportation System Improvements are provided. The offsetting improvements are intended to provide other transportation benefits for the community adjacent to the traffic impact. The improvements may include enhancements to pedestrian, bicycle, and transit facilities, as well as neighborhood traffic calming measures and other roadway improvements. The City will preliminarily identify a list of specific offsetting improvements. Priority is given to improvements identified in previously adopted plans such as area-wide specific or master plans, redevelopment plans, or plans prepared through the Strong Neighborhoods Initiative. Community outreach should occur in conjunction with the project review and approval process. Once the specific improvements have been identified, the developer must submit improvement plans to the City of San Jose Department of Public Works for review and approval. The Protected Intersection Policy has established a fee to fund the identified alternative transportation improvements. The fee as of July 1, 2017 is equal to $3,022 per net peak hour project trip for one intersection impact and $4,533 per net peak hour project trip for multiple intersection impacts. The base fee was $2,000 per peak hour trip in year 2005 and automatically adjusted annually on July 1st based on a 3.5 percent annual cost escalation. The 3.5 percent escalation cost is based on a 20-year average construction cost factor. For the purpose of determining the Protected Intersection LOS impact fee, net peak hour project trips are defined as the total number of peak hour trips generated by the project during the highest peak hour period after all appropriate trip credits have been applied. The value of the improvements should be equal to the established fees.

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Table 1 Signalized Intersection Level of Service Definitions Based on Control Delay

Level of Average Control Delay Per Description Service Vehicle (sec.)

Operations with very low delay occurring with favorable progression A up to 10.0 and/or short cycle lengths. B+ 10.1 to 12.0 Operations with low delay occurring with good progression and/or short B 12.1 to 18.0 cycle lengths. B- 18.1 to 20.0 C+ 20.1 to 23.0 Operations with average delays resulting from fair progression and/or C 23.1 to 32.0 longer cycle lengths. Individual cycle failures begin to appear. C- 32.1 to 35.0 D+ Operations with longer delays due to a combination of unfavorable 35.1 to 39.0 D progression, long cycle lengths, or high V/C ratios. Many vehicles stop 39.1 to 51.0 D- and individual cycle failures are noticeable. 51.1 to 55.0 E+ Operations with high delay values indicating poor progression, long cycle 55.1 to 60.0 E lengths, and high V/C ratios. Individual cycle failures are frequent 60.1 to 75.0 E- occurrences. This is considered to be the limit of acceptable delay. 75.1 to 80.0 Operation with delays unacceptable to most drivers occurring due to F Greater than 80.0 oversaturation, poor progression, or very long cycle lengths.

Sources: Transportation Research Board, 2000 Highway Capacity Manual . Traffic Level of Service Analysis Guidelines , Santa Clara County Transportation Authority Congestion Management Program, June 2003.

CMP Intersections Since TRAFFIX is the designated level of service methodology for the CMP and the Cities of San Jose and Santa Clara, the CMP study intersections are not analyzed separately, but rather are among the signalized intersections analyzed using TRAFFIX. The only difference between the Cities’ and CMP analyses is that project impacts are determined on the basis of different level of service standards – the CMP level of service standard for signalized intersections is LOS E or better. The acceptable level of service for CMP intersections within San Jose’s jurisdiction is LOS D.

Significant Impact Criteria

Significance criteria are used to establish what constitutes an impact. Significance criteria for impacts on intersections for this analysis are based on the City of San Jose and the Santa Clara County Congestion Management Program (CMP) Level of Service standards. City of San Jose Definition of Significant Intersection Impacts The project is said to create a significant adverse impact on traffic conditions at a signalized intersection in the City of San Jose if for either peak hour: 1. The level of service at the intersection degrades from an acceptable LOS D or better under conditions without project traffic to an unacceptable LOS E or F under conditions with project traffic, or

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2. The level of service at the intersection is an unacceptable LOS E or F under conditions without project traffic and the addition of project trips causes both the critical-movement delay at the intersection to increase by four (4) or more seconds and the volume-to-capacity ratio (V/C) to increase by one percent (.01) or more.

3. The level of service at a designated Protected Intersection is an unacceptable LOS E or F under conditions without project traffic and the addition of project trips causes both the critical- movement delay at the intersection to increase by two (2) or more seconds and the volume-to- capacity ratio (V/C) to increase by one-half percent (.005) or more.

An exception to criteria 2 applies when the addition of project traffic reduces the amount of average stopped delay for critical movements (i.e., the change in average stopped delay for critical movements is negative). In this case, the threshold of significance is an increase in the critical V/C value by .01 or more. A significant impact by City of San Jose standards is said to be satisfactorily mitigated when measures are implemented that would restore intersection level of service to conditions without project traffic or better at non-protected intersections. CMP Definition of Significant Intersection LOS Impacts, Except within the City of San Jose

The definition of a significant impact at a CMP intersection is the same as for the City of San Jose, except that the CMP standard for acceptable level of service at a CMP intersection is LOS E or better.

The project is said to create a significant adverse impact on traffic conditions at a CMP-designated signalized intersection if for either peak hour:

1. The level of service at the intersection degrades from an acceptable LOS E or better under conditions without project traffic to an unacceptable LOS F under conditions with project traffic, or

2. The level of service at the intersection is an unacceptable LOS F under conditions without project traffic and the addition of project trips causes both the critical-movement delay at the intersection to increase by four (4) or more seconds and the volume-to-capacity ratio (V/C) to increase by one percent (.01) or more.

An exception to this rule applies when the addition of project traffic reduces the amount of average delay for critical movements (i.e. the change in average delay for critical movements is negative). In this case, the threshold of significance is an increase in the critical V/C value by .01 or more.

A significant impact by CMP standards is said to be satisfactorily mitigated when measures are implemented that would restore intersection level of service to conditions without project traffic or better.

Report Organization

The remainder of this report is divided into six chapters. Chapter 2 describes the existing roadway network, transit services, and pedestrian facilities. Chapter 3 presents the intersection operations under the background conditions, including the approved projects in the Cities of Santa Clara and San Jose. Chapter 4 describes the methods used to estimate project traffic and its impact on the transportation system under existing plus project conditions. Chapter 5 presents traffic conditions, potential project

Page | 7 Santa Clara Agrihood – Traffic Operations Analysis March 29, 2018 impacts, and recommended mitigation measures under background plus project conditions. Chapter 6 presents the analysis of other transportation issues including transit services, bicycle and pedestrian facilities, left-turn queues, site access and freeway ramps. Chapter 7 includes a summary of project impacts, any proposed mitigation measures, and recommended improvements.

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2. Existing Conditions

This chapter describes the existing conditions for transportation facilities in the vicinity of the site, including the roadway network, transit service, pedestrian and bicycle facilities.

Existing Roadway Network

Regional access to the project site is provided by Interstate 880 (I-880), Interstate 280 (I-280), and State Route 17 (SR 17). Local access to the project site is provided via Stevens Creek Boulevard, Winchester Boulevard, Pruneridge Avenue/Hedding Street, and Forest Avenue/Worthington Circle. These facilities are described below.

I-880 is a north-south freeway that extends through the Bay Area, connecting Oakland to San Jose. Near the vicinity of the project site, I-880 is six lanes wide with three mixed-flow lanes in each direction. I-880 provides site access via a full interchange at Stevens Creek Boulevard.

I-280 is an east-west freeway in the vicinity of the project that extends through the Bay Area, connecting San Francisco to San Jose. I-280 is eight lanes wide with three mixed-flow lanes and one high-occupancy vehicle (HOV) lane in each direction in the vicinity of the project site. I-280 provides site access via a full interchange at Stevens Creek Boulevard and a half interchange at Winchester Boulevard.

SR 17 is a north-south freeway that connects San Jose to Santa Cruz. SR 17 is six lanes wide with three mixed-flow lanes in each direction in the vicinity of the project site. SR 17 provides site access via a full interchange at Stevens Creek Boulevard.

Stevens Creek Boulevard is a four- to seven-lane, east-west arterial street that services the surrounding commercial and residential uses. In the immediate vicinity of the proposed project, Stevens Creek Boulevard contains three mixed-flow lanes in each direction and a center turn lane. The road narrows to four lanes with two mixed-flow lanes in each direction east of the I-880 overpass. Stevens Creek Boulevard stretches from western Cupertino east to S. Bascom Avenue, where it transitions into San Carlos Street. Stevens Creek Boulevard provides access to the project site via its connection to Winchester Boulevard.

Winchester Boulevard is a north-south arterial street extending from Homestead Road to Blossom Hill Road south of SR 85. North of Homestead Road, Winchester Boulevard becomes Lincoln Street. Winchester Boulevard is primarily a five-lane roadway with two mixed-flow lanes in each direction and a

Page | 9 Santa Clara Agrihood – Traffic Operations Analysis March 29, 2018 center turn lane. The segment between Stevens Creek Boulevard and Hamilton Avenue has six lanes. Winchester Boulevard would provide direct access to the proposed project via a full-access driveway.

Pruneridge Avenue is an east-west arterial that extends from Tantau Avenue in the west to Winchester Boulevard, where it transitions into Hedding Street. In the immediate vicinity of the proposed project, Pruneridge Avenue is a four-lane arterial. Between Tantau Avenue and Pomeroy Avenue, it transitions into a two-lane street with a center turn lane. Pruneridge Avenue has on-street parking and provides access to the project site via its connection to Winchester Boulevard.

Forest Avenue is a four-lane east-west street, extending from Winchester Boulevard to Clamar Way, where it transitions into Naglee Avenue. West of Winchester Boulevard, Forest Avenue transitions into Worthington Circle. Forest Avenue has two lanes in each direction with on-street parking. Forest Avenue/Worthington Circle would provide direct access to the proposed project via two driveways.

Existing Pedestrian and Bicycle Facilities

Currently, there are no bike facilities in the project vicinity. In addition, there are no planned improvements within the vicinity of the project site identified by the City and County of Santa Clara, or in the San Jose Bike Plan 2020.

Pedestrian facilities consist of sidewalks, crosswalks, and pedestrian signals at signalized intersections. In the project vicinity, sidewalks exist along both sides of Winchester Boulevard and adjacent neighborhood roadways. Marked crosswalks with pedestrian signal heads and push buttons are provided along all approaches of the nearby intersections, except the west leg of the Santana Row/Stevens Creek Boulevard in the immediate project vicinity. The overall network of sidewalks and crosswalks in the study area has good connectivity and provides pedestrians with safe routes to transit services and other points of interest in the vicinity of the project site.

Existing Transit Services

Existing transit service to the study area is provided by VTA. The study area is served directly by three local bus routes (see Figure 3).

Local Route 23 operates on Forest Avenue and Stevens Creek Boulevard. There are two stops within walking distance of the project site: one on Winchester Boulevard north of Dorcich Street and one on Forest Avenue. Route 23 operates between De Anza College and the Alum Rock Transit Center. Weekday service is from approximately 5:20 AM to 1:00 AM (next day) with 12-minute headways during commute hours. Routes 23 also operates on Saturday and Sunday with 15-minute headways.

Local Route 60 operates on Winchester Boulevard. There are two stops on Winchester Boulevard within walking distance of the site: one north of Forest Avenue and one north of Dorcich Street. Route 60 operates between the Winchester Transit Center and Great America. Weekday service is from approximately 5:30 AM to 11:10 PM with 15-minute headways during commute hours. Route 60 also operates on Saturday and Sunday with 30-minute headways.

Limited Stop Bus Service Route 323 operates on Stevens Creek Boulevard. There are two stops within a half-mile of the project site east of the Winchester Boulevard/Stevens Creek Boulevard intersection. Route 323 operates between downtown San Jose and De Anza College. Weekday service is from approximately 6:20 AM to 10:40 PM, with 15 to 20-minute headways during commute hours. Routes 323 also operates on Saturday and Sunday with 15- to 20-minute headways.

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Figure 3 Existing Transit Services

60 NORTH Not to Scale

W Hedding St Pruneridge Ave

880

Forest Ave 23 Forest Ave 23 Worth Cir 60 Valley Fair Transit Center

Dorcich St

23 23 Stevens Creek Blvd 323 323 323 60

Olin Ave

280

25 LEGEND

= Project Site Location

XX 25 = Local Bus Routes 17 60 XXX = Limited Stop Bus Routes = Bus Stop

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Existing Intersection Lane Configurations

The existing lane configurations at the study intersections were determined by observations in the field and are shown on Figure 4.

Existing Traffic Volumes

Existing traffic volumes were obtained from peak-hour turning movement counts collected in October 2015, October and December 2016, and June 2017. The existing peak-hour intersection volumes are shown in Figure 5. Intersection turning-movement counts conducted for this analysis are presented in Appendix A.

Existing Intersection Levels of Service

Intersection levels of service were evaluated against City of San Jose and CMP standards. The results of the analysis show that the study intersections currently operate at acceptable levels of service (LOS D or better) during the AM and PM peak hours (see Table 2). The intersection levels of service calculation sheets are included in Appendix D.

Observed Existing Traffic Conditions

Traffic conditions in the field were observed in order to identify existing operational deficiencies and to confirm the accuracy of calculated levels of service. The purpose of this effort was (1) to identify any existing traffic problems that may not be directly related to intersection level of service, and (2) to identify any locations where the level of service calculation does not accurately reflect level of service in the field.

Overall most study intersections operated adequately during both the AM and PM peak hours of traffic, and the level of service analysis appears to accurately reflect actual existing traffic conditions. However, field observations showed that some operational problems currently occur during the peak commute hours. These issues are described below.

In general, Stevens Creek Boulevard experiences heavy congestion during the weekday PM peak hour in both directions of travel between Winchester Boulevard and I-880. The congestion is made worse by the close spacing of several signalized intersections along the roadway. At its intersections with I-880 and Monroe Street, vehicles do not clear on most approaches during the PM peak hour. Left-turn queues in the westbound direction regularly extend out of the provided turn-pockets at the intersections with Winchester Boulevard and Santana Row during the PM peak hour. Vehicles making the westbound left-turn movement at Santana Row do not clear within the allotted green time. Left-turn pockets in the eastbound direction are adequate with no vehicles spilling out of the provided storage.

The right lane on eastbound Stevens Creek Boulevard is sometimes congested from I-880 to Santana Row with vehicles accessing the southbound I-880 or I-280 on-ramps. Consequently, some vehicles aggressively enter the right lane at the last minute to avoid the long wait.

All other study intersections operate without any significant operational problems.

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Table 2 Existing Intersection Levels of Service

Int. LOS Peak Count Avg. # Intersection Standard Hour Date Delay LOS

1 Winchester Boulevard and Hedding Street/Pruneridge Avenue D AM 10/20/15 29.1 C PM 10/20/15 34.9 C- 2 Winchester Boulevard and Forest Street/Worthington Circle D AM 10/20/15 21.7 C+ PM 10/20/15 23.5 C 3 Winchester Boulevard and Dorcich Street D AM 06/21/17 10.4 B+ PM 06/21/17 21.2 C+ 4 Winchester Boulevard and Stevens Creek Boulevard * (Protected) D AM 10/11/16 33.3 C- PM 10/20/16 47.0 D 5 Santana Row and Stevens Creek Boulevard D AM 10/21/15 13.0 B PM 10/21/15 27.4 C 6 Monroe Street and Stevens Creek Boulevard (Protected) D AM 10/21/15 29.7 C PM 10/21/15 34.6 C- 7 Winchester Boulevard and Olin Avenue D AM 10/20/15 16.6 B PM 10/20/15 19.5 B- 8 Winchester Boulevard and Olsen Drive D AM 10/20/15 13.8 B PM 10/20/15 18.3 B- 9 Winchester Boulevard and I-280 WB on-ramp/Tisch Way D AM 10/20/15 25.6 C PM 10/20/15 34.6 C- 10 I-280 EB off-ramp and Moorpark Avenue * D AM 10/11/16 11.2 B+ PM 12/13/16 11.8 B+ 11 Winchester Boulevard and Moorpark Avenue D AM 10/20/15 41.6 D PM 10/20/15 43.6 D 12 I-880 SB Ramps and Stevens Creek Boulevard* D AM 10/11/16 23.6 C PM 11/10/16 22.5 C+ 13 I-880 NB Ramps and Stevens Creek Boulevard D AM 10/21/15 11.5 B+ PM 10/20/15 11.7 B+

* Denotes CMP Intersection LOS standard shown in the table is based on the City of San Jose's level of service policy. CMP LOS standard is LOS E.

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Figure 4 Existing Lane Configurations

1 234

Stevens Pruneridge Worthington Dorcich Creek Ave Cir St Blvd Hedding St Forest Ave Blvd Winchester Blvd Winchester Blvd Blvd Winchester Winchester 5 678

Stevens Stevens Creek Creek Olin Olsen Blvd Blvd Ave Dr Row St Blvd Blvd Santana Monroe Winchester Winchester

91 10I-280 11 12 Off-Ramp

Stevens I-280 WB Moorpark Moorpark Creek On-Ramp Ave Ave Blvd Tisch Wy Blvd Ramps Blvd Winchester Winchester SB I-880 131

Stevens Creek Blvd Ramps I-880 NB I-880

Existing Lane Configurations (02-06-18)

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Figure 5 Existing Traffic Volumes

1 234

Stevens Pruneridge Worthington Dorcich Creek Ave Cir St Blvd Hedding St Forest Ave Blvd Winchester Blvd Winchester Blvd Blvd Winchester Winchester 5 678

Stevens Stevens Creek Creek Olin Olsen Blvd Blvd Ave Dr Row St Blvd Blvd Santana Monroe Winchester Winchester

91 10I-280 11 12 Off-Ramp

Stevens I-280 WB Moorpark Moorpark Creek On-Ramp Ave Ave Blvd Tisch Wy Blvd Ramps Blvd Winchester Winchester SB I-880 131 LEGEND: Stevens Creek XX(XX) = AM(PM) Peak-Hour Traffic Volumes Blvd Ramps I-880 NB I-880

Existing Traffic Volumes (02-06-18)

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3. Background Conditions

This chapter presents a summary of the traffic conditions that would occur under background conditions. Background conditions are defined as conditions just prior to completion of the proposed development. Traffic volumes for background conditions comprise volumes from existing traffic counts plus traffic generated by other approved developments in the vicinity of the site.

Background Transportation Network

It is assumed in this analysis that the transportation network under background conditions would be the same as the existing transportation network with the exception of the following improvements:

Winchester Boulevard and Stevens Creek Boulevard – The planned improvement consists of an additional southbound left-turn lane at the intersection. The second southbound left-turn lane is to be completed as part of the approved expansion of the Valley Fair Shopping Center. The traffic associated with the Valley Fair expansion is included within the background volumes. This improvement was approved prior to establishing this intersection as a protected intersection.

Santana Row and Stevens Creek Boulevard – As part of the approved expansion of the Valley Fair Shopping Center, this intersection will be restriped to provide one left-turn lane, one through lane, and one right-turn lane on the north and south approaches. The north and south approaches also will be converted from split to protected phasing.

Winchester Boulevard and Olsen Drive – As part of the Santana Row West Development project, eastbound approach of this intersection will be restriped to provide one left-turn lane, one shared through and left-turn, and one right-turn lane. A second northbound left-turn lane will also be added.

Background Traffic Volumes

Background traffic volumes for the study intersections were estimated by adding to existing traffic volumes the trips generated by nearby approved developments that have not yet been constructed or occupied. Approved project trips and/or approved project information were obtained from the Cities of Santa Clara and San Jose. The list of nearby projects that are included in the background scenario can be found in Appendix B. The approved projects that would add traffic to the study area include the 165 affordable senior apartments on the BAREC site and other projects listed in Appendix B. Traffic volumes for all components of traffic are tabulated in Appendix C. Figure 6 shows the intersection turning-movement volumes under background conditions.

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Intersection Level of Service Analysis

The results of the intersection level of service analysis under background conditions are summarized in Table 3. The results show that, measured against the City of San Jose and CMP level of service standards, the following four intersections are projected to operate at an unacceptable LOS during at least one hour under background conditions.

 Winchester Boulevard and Stevens Creek Boulevard * (PM Peak Hour)  Monroe Street and Stevens Creek Boulevard (PM Peak Hour)  Winchester Boulevard and I-280 WB on-ramp/Tisch Way (AM and PM Peak Hours)  Winchester Boulevard and Moorpark Avenue (AM Peak Hour)

* Denotes CMP Intersection

All other study intersections are projected to operate at acceptable levels during both the AM and PM peak hours of traffic when measured against the City of San Jose and CMP level of service standards. The intersection level of service calculation sheets is included in Appendix D.

Table 3 Background Intersection Levels of Service

Existing Background Int. LOS Peak Avg. Avg. # Intersection Standard Hour Delay LOS Delay LOS

1 Winchester Boulevard and Hedding Street/Pruneridge Avenue D AM 29.1 C 32.2 C- PM 34.9 C- 39.9 D 2 Winchester Boulevard and Forest Street/Worthington Circle D AM 21.7 C+ 21.6 C+ PM 23.5 C 27.0 C 3 Winchester Boulevard and Dorcich Street D AM 10.4 B+ 10.5 B+ PM 21.2 C+ 21.2 C+ 4 Winchester Boulevard and Stevens Creek Boulevard * (Protected) D AM 33.3 C- 36.2 D+ PM 47.0 D 97.6 F 5 Santana Row and Stevens Creek Boulevard D AM 13.0 B 12.4 B PM 27.4 C 27.0 C 6 Monroe Street and Stevens Creek Boulevard (Protected) D AM 29.7 C 44.1 D PM 34.6 C- 157.9 F 7 Winchester Boulevard and Olin Avenue D AM 16.6 B 19.7 B- PM 19.5 B- 32.2 C- 8 Winchester Boulevard and Olsen Drive D AM 13.8 B 25.1 C PM 18.3 B- 38.9 D+ 9 Winchester Boulevard and I-280 WB on-ramp/Tisch Way D AM 25.6 C 55.7 E+ PM 34.6 C- 74.9 E 10 I-280 EB off-ramp and Moorpark Avenue * D AM 11.2 B+ 12.4 B PM 11.8 B+ 12.5 B 11 Winchester Boulevard and Moorpark Avenue D AM 41.6 D 68.7 E PM 43.6 D 46.1 D 12 I-880 SB Ramps and Stevens Creek Boulevard* D AM 23.6 C 30.1 C PM 22.5 C+ 27.4 C 13 I-880 NB Ramps and Stevens Creek Boulevard D AM 11.5 B+ 13.9 B PM 11.7 B+ 12.9 B

* Denotes CMP Intersection Bold indicates unacceptable level of service. LOS standard shown in the table is based on the City of San Jose's level of service policy. CMP LOS standard is LOS E.

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Figure 6 Background Traffic Volumes

1 234

Stevens Pruneridge Worthington Dorcich Creek Ave Cir St Blvd Hedding St Forest Ave Blvd Winchester Blvd Winchester Blvd Blvd Winchester Winchester 5 678

Stevens Stevens Creek Creek Olin Olsen Blvd Blvd Ave Dr Row St Blvd Blvd Santana Monroe Winchester Winchester

91 10I-280 11 12 Off-Ramp

Background Traffic Volumes (03-27-18)

Page | 18 Santa Clara Agrihood – Traffic Operations Analysis March 29, 2018

4. Existing Plus Project Conditions

This chapter describes existing traffic conditions with the addition of the traffic that would be generated by the proposed project. Existing plus project traffic conditions could potentially exist if the project were constructed and occupied prior to the other approved projects in the area. It is unlikely that this traffic condition would occur, since other approved projects expected to add traffic to the study area would likely be built and occupied during the time the project is going through the development review and construction process. This scenario describes a less congested traffic condition, since it ignores any potential traffic from prior approvals. Existing plus project conditions also do not include any planned and funded roadway improvements that have not been constructed. Existing plus project conditions were evaluated relative to existing conditions in order to determine potential deficiencies on the existing transportation network attributable solely to the project. The method used to estimate project-generated traffic is included within this chapter. Estimates of the project-generated traffic and identification of project impacts under the existing plus project conditions also are included within this chapter.

Transportation Network under Existing Plus Project Conditions

It is assumed in this analysis that the transportation network under existing plus project conditions would be the same as the existing transportation network.

Project Trip Estimates

The magnitude of traffic produced by a new development and the locations where that traffic would appear are estimated using a three-step process: (1) trip generation, (2) trip distribution, and (3) trip assignment. In determining project trip generation, the magnitude of traffic entering and exiting the site is estimated for the AM and PM peak hours. As part of the project trip distribution, an estimate is made of the directions to and from which the project trips would travel. In the project trip assignment, the project trips are assigned to specific streets and intersections. These procedures are described below. Trip Generation The magnitude of traffic added to the roadway system by a particular project is estimated by multiplying the applicable trip generation rate by the size of the project. Trip generation rates come from empirical research that is compiled in the Institute of Transportation Engineers (ITE) manual entitled Trip Generation, 10th Edition, 2017. The following ITE trip generation rates were used to estimate the number of trips generated by the proposed project. ITE land use #220 multifamily housing (low-rise) includes apartments, townhouses, and condominiums located within the same building with at least three other dwelling units and that have one or two levels

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(floors). This trip rate was utilized for the proposed townhome uses because the townhomes only have two floors. ITE land use #221 multifamily housing (mid-rise) includes apartments, townhouses, and condominiums located within the same building with at least three other dwelling units and that have between three and 10 levels (floors). This trip rate was utilized for the proposed apartment uses because the apartment building has four floors. ITE land use #932 high turnover (sit-down) restaurant consists of sit-down, full-service eating establishment with typical duration of stay of approximately one hour. This trip rate was utilized for the proposed community café because it represents the closest ITE category to how the café is likely to operate. ITE land use #411 public parks are owned and operated by a municipal, county, state, or federal agency. The parks surveyed vary widely as to location, type, and number of facilities. This trip rate was utilized for the proposed community/agricultural space because this space would serve the public and provide activities similar to public parks. However, the proposed community/agricultural space would not generate any trips during the peak hours due to the low ITE peak hour trip rates for public park. The trip estimates for each of the proposed land use components of the proposed project were reduced to account for internalization, or trips made between each of the proposed land uses. The reductions are based on the assumption that vehicle trips to each of the proposed land uses of the site would be reduced due to internalization of trips. Reductions were applied for the internalization, or trips made between residential and retail uses (15%), as recommended by the VTA’s Transportation Impact Analysis Guidelines, October 2014. In addition, trip generation for retail uses is typically adjusted to account for pass-by-trips. Pass-by-trips are trips that would already be on the adjacent roadways (and are therefore already counted in the existing traffic) but would turn into the site while passing by. Justification for applying the pass-by-trip reduction is founded on the observation that such retail traffic is not actually generated by the retail development but is already part of the ambient traffic levels. Pass-by-trips are therefore excluded from the traffic projections (although pass-by traffic is accounted for at the site entrances). A typical pass-by trip reduction of 25% for retail development within Santa Clara County was applied to the retail component of the proposed project. A two-percent transit reduction was applied to the trips estimated to be generated by the proposed residential uses due to the project site’s close proximity of a major bus stop (Valley Fair Transit Center located on Forest Avenue), as prescribed by the VTA guidelines. Furthermore, in accordance with VTA’s Transportation Impact Analysis Guidelines (October 2014, Section 8.2.1, “Standard Trip Reductions”), the project is eligible for additional reductions from the standard ITE trip rates. Projects that develop and implement a Transportation Demand Management Plan that includes financial incentives (such as transit subsidies) for all residents are eligible for a trip reduction of up to 5%. The project developer has indicated they are willing to subsidize transit passes for apartment and townhome residents. The TDM Plan prepared for the project includes annual monitoring (through driveway counts) and annual reports to the City of Santa Clara. Based on the ITE trip generation rates and applicable reductions, it is estimated that the proposed project would generate 1,146 daily trips, with 79 trips (24 inbound and 55 outbound) occurring during the AM peak hour and 94 trips (59 inbound and 35 outbound) occurring during the PM peak hour. The trip generation estimates for the proposed project are presented in Table 4.

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Table 4 Project Trip Generation Estimates

AM Peak Hour PM Peak Hour Rate Daily Split Trip Split Trip Land Use ITE Trip Generation Rate Type1 Size Rate Trip Rate In Out In Out Total Rate In Out In Out Total Townhome #220 Multifamily Housing (Low-Rise) Equation 36 Dwelling Units 6.425 231 0.502 23% 77% 4 14 18 0.661 63% 37% 15 9 24 Apartment #221 Multifamily Housing (Mid-Rise) Equation 160 Dwelling Units 5.439 870 0.339 26% 74% 14 40 54 0.435 61% 39% 43 27 70 15% Trip Reduction for Housing and Retail Mixed-Use 2 -28 -1 -1 -2 -1 -2 -3 2% Trip Reduction for Housing near a Major Bus Stop 3 -22 0 -1 -1 -1 -1 -2 Community Café #932 High Turnover (Sit-Down) Restaurant Average 1,650 Square Feet 112.180 185 9.940 55% 45% 9 7 16 9.770 62% 38% 10 6 16 15% Trip Reduction for Housing and Retail Mixed-Use 2 -28 -1 -1 -2 -2 -1 -3 25% Pass-By Reduction 4 -3 0 0 0 -2 -1 -3 Community/Agricultural Gardens #411 Public Park Average 1.5 Acres 0.780 1 0.020 59% 41% 0 0 0 0.110 55% 45% 0 0 0 Total Project Trip After Reduction 1,206 25 58 83 62 37 99 Trip Reduction Strategy 5% Trip Reduction for TDM Program with Financial Incentives 4 -60 -1 -3 -4 -3 -2 -5

Net Project Trips 1,146 24 55 79 59 35 94

Source: ITE Trip Generation Manual, 10th Edition 2017 1The selection of rate type was based on ITE Trip Generation Handbook, 3rd Edition. 2As prescribed by the VTA Transportation Impact Analysis Guidelines (October 2014), the maximum trip reduction for a mixed-use development project with housing and retail components is equal to 15% off the smaller retail trip generator. 3As prescribed by the VTA Transportation Impact Analysis Guidelines (October 2014), the maximum trip reduction for housing located near a major bus stop is equal to 2% of the employment and housing components. The project is located within 2,000-foot walk of the Valley Fair Transit Center located on Forest Avenue. 4TDM trip reduction of 5% for programs with financial incentives such as subsidized transit passes, per VTA's TIA Guidelines. 5A 25% PM pass-by reduction is typically applied for retail development within Santa Clara County.

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Trip Distribution and Assignment The trip distribution pattern for the proposed development was estimated based on existing travel patterns on the surrounding roadway system and the locations of complementary land uses (see Figure 7). The peak-hour trips generated by the proposed uses were assigned to the roadway system in accordance with the distribution patterns (see Figure 8).

Existing Plus Project Traffic Volumes

Project trips, as represented in the above project trip assignment, were added to existing traffic volumes to obtain existing plus project traffic volumes. The existing plus project traffic volumes are shown on Figure 9.

Existing Plus Project Intersection Analysis

The intersection levels of service calculation sheets are included in Appendix D. The results of the level of service analysis under existing plus project conditions show that, measured against the City of San Jose and CMP level of service standards, all study intersections would continue to operate at an acceptable level of service during both the AM and PM peak hours (see Table 5). Thus, the project has a less than significant impact at all study intersections, and no mitigation measures are required. Table 5 Existing Plus Project Intersection Levels of Service

Existing Plus Existing Project Int. LOS Peak Avg. Avg. # Intersection Standard Hour Delay LOS Delay LOS

1 Winchester Boulevard and Hedding Street/Pruneridge Avenue D AM 29.1 C 29.2 C PM 34.9 C- 35.1 D+ 2 Winchester Boulevard and Forest Street/Worthington Circle D AM 21.7 C+ 22.1 C+ PM 23.5 C 23.9 C 3 Winchester Boulevard and Dorcich Street D AM 10.4 B+ 10.5 B+ PM 21.2 C+ 20.8 C+ 4 Winchester Boulevard and Stevens Creek Boulevard * (Protected) D AM 33.3 C- 34.0 C- PM 47.0 D 47.3 D 5 Santana Row and Stevens Creek Boulevard D AM 13.0 B 13.0 B PM 27.4 C 27.3 C 6 Monroe Street and Stevens Creek Boulevard (Protected) D AM 29.7 C 29.7 C PM 34.6 C- 34.5 C- 7 Winchester Boulevard and Olin Avenue D AM 16.6 B 16.5 B PM 19.5 B- 19.5 B- 8 Winchester Boulevard and Olsen Drive D AM 13.8 B 13.7 B PM 18.3 B- 18.2 B- 9 Winchester Boulevard and I-280 WB on-ramp/Tisch Way D AM 25.6 C 25.7 C PM 34.6 C- 34.5 C- 10 I-280 EB off-ramp and Moorpark Avenue * D AM 11.2 B+ 11.2 B+ PM 11.8 B+ 11.9 B+ 11 Winchester Boulevard and Moorpark Avenue D AM 41.6 D 41.6 D PM 43.6 D 43.7 D 12 I-880 SB Ramps and Stevens Creek Boulevard* D AM 23.6 C 23.7 C PM 22.5 C+ 22.6 C+ 13 I-880 NB Ramps and Stevens Creek Boulevard D AM 11.5 B+ 11.5 B+ PM 11.7 B+ 11.8 B+

* Denotes CMP Intersection LOS standard shown in the table is based on the City of San Jose's level of service policy. CMP LOS standard is LOS E.

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Figure 7 Project Trip Distribution

NORTH Not to Scale

4% W Hedding St Pruneridge Ave

880

Forest Ave Forest Ave Worth Cir

Dorcich St 10% 7% Stevens Creek Blvd

Olin Ave

280

LEGEND 17 = Project Site Location

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Figure 8 Net Project Trip Assignment

1 234

Stevens Pruneridge Worthington Dorcich Creek Ave Cir St Blvd Hedding St Forest Ave Blvd Winchester Blvd Winchester Blvd Blvd Winchester Winchester 5 678

Stevens Stevens Creek Creek Olin Olsen Blvd Blvd Ave Dr Row St Blvd Blvd Santana Monroe Winchester Winchester

91 10I-280 11 12 Off-Ramp

Project Trip Assignment (03-27-18)

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Figure 9 Existing Plus Project Traffic Volumes

1 234

Stevens Pruneridge Worthington Dorcich Creek Ave Cir St Blvd Hedding St Forest Ave Blvd Winchester Blvd Winchester Blvd Blvd Winchester Winchester 5 678

Stevens Stevens Creek Creek Olin Olsen Blvd Blvd Ave Dr Row St Blvd Blvd Santana Monroe Winchester Winchester

91 10I-280 11 12 Off-Ramp

Existing Plus Project Traffic Volumes (03-27-18)

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5. Background Plus Project Conditions

This chapter describes background traffic conditions with the project. Included in this chapter is a summary of any impacts caused by the project. Background plus project conditions are represented by background traffic conditions with the addition of traffic generated by the project.

Transportation Network under Background Plus Project

It is assumed in this analysis that the transportation network under background plus project conditions, including roadways and intersection lane configurations, would be the same as that described under background conditions at all study intersections.

Background Plus Project Traffic Volumes

The magnitude of traffic produced by a new development and the locations where that traffic would appear are estimated using a three-step process: (1) trip generation, (2) trip distribution, and (3) trip assignment. These three components were described previously in Chapter 4, “Existing Plus Project Conditions”. As previously described in Chapter 4, project trips were added to background traffic volumes to obtain background plus project traffic volumes. The AM and PM peak hour intersection traffic volumes under background plus project conditions are shown on Figure 10.

Background Plus Project Intersection Levels of Service

The results of the intersection level of service analysis under background plus project conditions are summarized in Table 6. The results show that, measured against the City of San Jose and CMP level of service standards, the following four intersections are projected to operate at an unacceptable LOS during at least one hour under background plus project conditions.  Winchester Boulevard and Stevens Creek Boulevard * (PM Peak Hour) (Impact)  Monroe Street and Stevens Creek Boulevard (PM Peak Hour)  Winchester Boulevard and I-280 WB on-ramp/Tisch Way (AM and PM Peak Hours)  Winchester Boulevard and Moorpark Avenue (AM Peak Hour)

* Denotes CMP Intersection

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Figure 10 Background Plus Project Traffic Volumes

1 234

Stevens Pruneridge Worthington Dorcich Creek Ave Cir St Blvd Hedding St Forest Ave Blvd Winchester Blvd Winchester Blvd Blvd Winchester Winchester 5 678

Stevens Stevens Creek Creek Olin Olsen Blvd Blvd Ave Dr Row St Blvd Blvd Santana Monroe Winchester Winchester

91 10I-280 11 12 Off-Ramp

Background Plus Project Traffic Volumes (03-27-18)

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Table 6 Background Plus Project Intersection Levels of Service

Background Background Plus Project Int. LOS Peak Avg. Avg. Incr. In Incr. In # Intersection Standard Hour Delay LOS Delay LOS Crit. Delay Crit. V/C

1 Winchester Boulevard and Hedding Street/Pruneridge Avenue D AM 32.2 C- 32.3 C- 0.1 0.002 PM 39.9 D 40.2 D 0.4 0.005 2 Winchester Boulevard and Forest Street/Worthington Circle D AM 21.6 C+ 22.0 C+ 0.5 0.015 PM 27.0 C 27.3 C 0.2 0.011 3 Winchester Boulevard and Dorcich Street D AM 10.5 B+ 10.3 B+ 0.0 0.005 PM 21.2 C+ 21.0 C+ -0.1 0.013 4 Winchester Boulevard and Stevens Creek Boulevard * (Protected) D AM 36.2 D+ 36.6 D+ 0.7 0.010 PM 97.6 F 98.5 F 2.1 0.005 5 Santana Row and Stevens Creek Boulevard D AM 12.4 B 12.3 B 0.0 0.002 PM 27.0 C 26.9 C 0.0 0.003 6 Monroe Street and Stevens Creek Boulevard (Protected) D AM 44.1 D 44.5 D 0.3 0.002 PM 157.9 F 158.9 F 0.9 0.002 7 Winchester Boulevard and Olin Avenue D AM 19.7 B- 19.7 B- 0.0 0.003 PM 32.2 C- 32.1 C- 0.0 0.003 8 Winchester Boulevard and Olsen Drive D AM 25.1 C 25.1 C 0.0 0.003 PM 38.9 D+ 38.9 D+ 0.0 0.002 9 Winchester Boulevard and I-280 WB on-ramp/Tisch Way D AM 55.7 E+ 56.2 E+ 1.7 0.006 PM 74.9 E 75.2 E- 0.5 0.002 10 I-280 EB off-ramp and Moorpark Avenue * D AM 12.4 B 12.4 B 0.0 0.001 PM 12.5 B 12.5 B 0.0 0.002 11 Winchester Boulevard and Moorpark Avenue D AM 68.7 E 69.1 E 0.6 0.002 PM 46.1 D 46.2 D 0.0 -0.007 12 I-880 SB Ramps and Stevens Creek Boulevard* D AM 30.1 C 30.3 C 0.2 0.002 PM 27.4 C 27.7 C 0.6 0.004 13 I-880 NB Ramps and Stevens Creek Boulevard D AM 13.9 B 13.9 B 0.0 0.002 PM 12.9 B 13.0 B 0.1 0.003

Based on the City of San Jose and CMP significance criteria, one of the above-identified intersection would be significiantly impacted by the project. The impact and proposed improvements to mitigate the impact are described below. All other study intersections are projected to operate at acceptable levels during both the AM and PM peak hours of traffic when measured against the City of San Jose and CMP level of service standards. The intersection level of service calculation sheets are included in Appendix D. Project Impact and Mitigation Measure This section discusses the mitigation measures required to address the project impacts identified under background plus project conditions. Winchester Boulevard and Stevens Creek Boulevard Impact: This protected intersection would operate at LOS F during the PM peak hour under background conditions, and the added trips as a result of the project would cause the intersection’s critical-movement delay to increase by two or more seconds and the demand-to-capacity ratio (V/C) to increase by 0.005 or more during the PM peak hour. Based on City of San Jose level of service impact criteria for protected intersections, this constitutes a significant impact. Mitigation: The intersection of Winchester Boulevard and Stevens Creek Boulevard has been identified as a City of San Jose Protected Intersection. Thus, in lieu of physical

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mitigations at the Winchester Boulevard and Stevens Creek Boulevard intersection, San Jose requires projects to construct offsetting improvements to other parts of the transportation system in the area to improve system-wide roadway capacity or to enhance non-auto travel modes. However, these off-setting improvements do not constitute mitigation of the significant traffic impact. San Jose policy would not allow this project to construct intersection improvements at this intersection to mitigate the traffic impacts. Therefore, the impact should be considered significant and unavoidable. The project may wish to make a voluntary contribution toward off-setting improvements in accordance with the City of San Jose Protected Intersection Policy. City of San Jose Protected Intersection Policy Winchester Boulevard & Stevens Creek Boulevard is identified as a City of San Jose Protected Intersection.

Protected Intersections consist of locations (there is a total of 30) that have been built to their planned maximum capacity and where expansion of the intersection would have an adverse effect on other transportation facilities (such as pedestrian, bicycle, transit systems, etc.). Protected Intersections are, therefore, not required to maintain a Level of Service D, which is the City of San Jose standard. The deficiencies at all 30 Protected Intersections in the City of San Jose have been disclosed and overridden in previous EIRs. If a development project has significant traffic impacts at a designated Protected Intersection, the project may be approved if offsetting Transportation System Improvements are provided. The offsetting improvements are intended to provide other transportation benefits for the community adjacent to the traffic impact. The improvements may include enhancements to pedestrian, bicycle, and transit facilities, as well as neighborhood traffic calming measures and other roadway improvements. The City will preliminarily identify a list of specific offsetting improvements. Priority is given to improvements identified in previously adopted plans such as area-wide specific or master plans, redevelopment plans, or plans prepared through the Strong Neighborhoods Initiative. Community outreach should occur in conjunction with the project review and approval process. Once the specific improvements have been identified, the developer must submit improvement plans to the City of San Jose Department of Public Works for review and approval. The specific offsetting improvements proposed can be finalized during the subsequent planning permit stages and can be described in the Final EIR. The Protected Intersection Policy has established a fee to fund the identified alternative transportation improvements. The fee as of July 1, 2017 is equal to $3,022 per net peak hour project trip for one intersection impact and $4,533 per net peak hour project trip for multiple intersection impacts. The base fee was $2,000 per peak hour trip in year 2005 and automatically adjusted annually on July 1st based on a 3.5 percent annual cost escalation. The 3.5 percent escalation cost is based on a 20-year average construction cost factor. For the purpose of determining the Protected Intersection LOS impact fee, net peak hour project trips are defined as the total number of peak hour trips generated by the project during the highest peak hour period after all appropriate trip credits have been applied. The value of the improvements should be equal to the established fees.

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Freeway Segment Analysis

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Table 7 Freeway Segment Capacity

Project Trip Mixed-Flow Lane HOV Lane Mixed-Flow Lane HOV Lane Peak # of Capacity # of Capacity Total % of % of # Freeway Segment Direction Hour Lanes1 (vph) Lanes1 (vph) Volume Volume Capacity Volume Capacity

1I-280from Meridian Avenue to I-880 WB AM 3 6,900 1 1,650 2 1 0.01 1 0.06 WB PM 3 6,900 1 1,650 6 5 0.07 1 0.06 2I-280from I-880 to Winchester Boulevard WB AM 3 6,900 1 1,650 0 0 0.00 0 0.00 WB PM 3 6,900 1 1,650 0 0 0.00 0 0.00 3I-280from Winchester Boulevard to Saratoga Avenue WB AM 3 6,900 1 1,650 9 7 0.10 2 0.12 WB PM 3 6,900 1 1,650 6 5 0.07 1 0.06 4I-280from Saratoga Avenue to Winchester Boulevard EB AM 3 6,900 1 1,650 4 4 0.06 0 0.00 EB PM 3 6,900 1 1,650 10 6 0.09 4 0.24 5I-280from Winchester Boulevard to I-880 EB AM 3 6,900 1 1,650 0 0 0.00 0 0.00 EB PM 3 6,900 1 1,650 0 0 0.00 0 0.00 6I-280from I-880 to Meridian Avenue EB AM 3 6,900 1 1,650 6 5 0.07 1 0.06 EB PM 3 6,900 1 1,650 3 2 0.03 1 0.06 7SR 17from Hamilton Avenue to I-280 NB AM 3 6,900 -- -- 2 2 0.03 -- -- NB PM 3 6,900 -- -- 6 6 0.09 -- -- 8I-880from I-280 to Stevens Creek Boulevard NB AM 3 6,900 -- -- 0 0 0.00 -- -- NB PM 3 6,900 -- -- 0 0 0.00 -- -- 9I-880from Stevens Creek Boulevard to North Bascom Avenue NB AM 3 6,900 -- -- 8 8 0.12 -- -- NB PM 3 6,900 -- -- 5 5 0.07 -- -- 10 I-880 from North Bascom Avenue to Stevens Creek Boulevard SB AM 3 6,900 -- -- 4 4 0.06 -- -- SB PM 3 6,900 -- -- 9 9 0.13 -- -- 11 I-880 from Stevens Creek Boulevard to I-280 SB AM 3 6,900 -- -- 0 0 0.00 -- -- SB PM 3 6,900 -- -- 0 0 0.00 -- -- 12 SR 17 from I-280 to Hamilton Avenue SB AM 3 6,900 -- -- 6 6 0.09 -- -- SB PM 3 6,900 -- -- 3 3 0.04 -- --

1 Source: Santa Clara Valley Transportation Authority Congestion Management Program Monitoring Study, 2016.

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6. Other Transportation Issues

This chapter presents potential impacts to transit, bicycle and pedestrian facilities associated with the project. This chapter also analyzes freeway ramps, queuing, and site access. Unlike the level of service impact methodology, which is adopted by the City Council, the analyses in this chapter are based on professional judgement in accordance with the standards and methods employed by the traffic engineering community.

Intersection Operations: Left-Turn Queuing Analysis

The operations analysis is based on vehicle queuing for high-demand turning-movements at signalized intersections. Vehicle queues are estimated using a Poisson probability distribution, which estimates the probability of “n” vehicles for a vehicle movement using the following formula: P (x=n) = n e – ( n! Where:

P (x=n) = probability of “n” vehicles in queue per lane n = number of vehicles in the queue per lane Avg. # of vehicles in the queue per lane (vehicles per hour per lane/signal cycles per hour) The basis of the analysis is as follows: (1) the Poisson probability distribution is used to estimate the 95th percentile maximum number of queued vehicles per signal cycle for a particular movement; (2) the estimated maximum number of vehicles in the queue is translated into a queue length, assuming 25 feet per vehicle; and (3) the estimated maximum queue length is compared to the existing or planned available storage capacity for the movement. This analysis thus provides a basis for estimating future left-turn storage requirements at signalized intersections. The 95th percentile queue length value indicates that during the peak hour, a queue of this length or less would occur on 95 percent of the signal cycles. Or, a queue length larger than the 95th percentile queue would only occur on 5 percent of the signal cycles (about 3 cycles during the peak hour for a signal with a 60-second cycle length). Therefore, left-turn storage pocket designs based on the 95th percentile queue length would ensure that storage space would be exceeded only 5 percent of the time. The 95th percentile queue length is also known as the “design queue length”. The vehicular queuing analysis (Poisson probability calculations) is included in Appendix E. The queuing analysis includes movements in the vicinity of the project site, where a significant amount of project traffic is added. The vehicle queue estimates and a tabulated summary of the findings are provided in Table 8 for the following turning movements:

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Table 8 Vehicle Queue and Left-turn Storage Capacity

Winchester Boulevard and Forest Avenue Winchester Boulevard and Stevens Creek Boulevard

EB EB NBL NBL SBL SBL EBL EBL Measurement AMPMAMPMAMPMAMPM

Existing Conditions Cycle/Delay1 (sec) 110 110 110 110 126 140 126 140 Lanes 11111122 Volume (vph) 40 30 8 18 94 239 98 273 Volume (vphpl ) 40 30 8 18 94 239 49 137 95th %. Queue (veh)331271549 95th %. Queue (ft.)2 75 75 25 50 175 375 100 225 Storage (ft.) 525 525 150 150 275 275 500 500 Adequate (Y/N) YES YES YES YES YES NO YES YES

Existing Plus Project Conditions Cycle/Delay1 (sec) 110 110 110 110 126 140 126 140 Lanes 11111122 Volume (vph) 63 45 13 35 117 253 100 279 Volume (vphpl ) 63 45 13 35 117 253 50 140 95th %. Queue (veh)442381549 95th %. Queue (ft.)2 100 100 50 75 200 375 100 225 Storage (ft.) 525 525 150 150 275 275 500 500 Adequate (Y/N) YES YES YES YES YES NO YES YES

Background Conditions Cycle/Delay1 (sec) 110 110 110 110 126 140 126 140 Lanes 11112222 Volume (vph) 45 35 8 18 134 370 121 310 Volume (vphpl ) 45 35 8 18 67 185 61 155 95th %. Queue (veh)4312512510 95th %. Queue (ft.)2 100 75 25 50 125 300 125 250 Storage (ft.) 525 525 150 150 550 550 500 500 Adequate (Y/N) YES YES YES YES YES YES YES YES

Background Plus Project Conditions Cycle/Delay1 (sec) 110 110 110 110 126 140 126 140 Lanes 11112222 Volume (vph) 68 50 13 35 157 384 123 316 Volume (vphpl ) 68 50 13 35 79 192 62 158 95th %. Queue (veh)5423612510 95th %. Queue (ft.)2 125 100 50 75 150 300 125 250 Storage (ft.) 525 525 150 150 550 550 500 500 Adequate (Y/N) YES YES YES YES YES YES YES YES

1 Vehicle queue calculations based on cycle length for signalized intersections. 2 Assumes 25 feet per vehicle queued NB = Northbound, SB = Southbound, EB = Eastbound, WB = Westbound, R = Right, T = Through, L = Left.

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 Winchester Boulevard and Forest Avenue - eastbound and northbound left turns  Winchester Boulevard and Stevens Creek Boulevard – southbound left and eastbound left turns Winchester Boulevard and Forest Avenue The existing storage would be more than adequate for the eastbound left-turn and through movements and the northbound left-turn during the AM and PM peak hours at the Winchester Boulevard and Forest Avenue intersection. Winchester Boulevard and Stevens Creek Boulevard Southbound Left-turn The queuing analysis indicates that the maximum vehicle queues for the southbound left-turn pocket at the Winchester Boulevard and Stevens Creek Boulevard intersection would exceed the existing vehicle storage capacity under existing during the PM peak hour. The southbound left-turn pocket currently provides approximately 275 feet of vehicle storage per lane, which can accommodate approximately 11 vehicles. The 95th percentile vehicle queue for the southbound left-turn movement is estimated to be approximately 15 vehicles during the PM peak hour under existing conditions.

As part of the expansion of the Valley Fair Shopping Center, a planned improvement will add an additional southbound left-turn lane at this intersection. This will add 275 feet of additional storage capacity for the southbound left turning vehicles under background conditions. Thus, this planned improvement would accommodate the existing and existing plus project southbound left-turn queuing deficiency. The queuing analysis results show that the estimated maximum vehicle queue would not exceed the planned storage capacity under background plus project conditions during the PM peak hour with the additional storage length. The addition of project trips would not increase the left-turn queue during the PM peak hour compared to background conditions. Eastbound Left-turn The existing storage would be more than adequate for the eastbound left-turn movements during the AM and PM peak hour at the Winchester Boulevard and Stevens Creek intersection. Vehicle Site Access Site access was evaluated to determine the adequacy of the proposed site driveways with regard to delay, queuing, and sight distance. The project proposes three driveways: one in-only driveway on Worthington Circle about 300 feet west of Winchester Boulevard, one full-access driveway (for the townhomes) on Worthington Circle along the western project boundary, and one full-access driveway on Winchester Boulevard at the southern edge of the site (see Figure 11). The widths of the two-way driveways and one-way driveway are shown to be 26 feet and 25 feet, respectively. As per the City of Santa Clara standards, the driveways shall not exceed 30 feet or be less than 24 feet. Therefore, the driveway width would meet city standards. Recommendation: Since left-turns out would create a potential safety issue along Winchester Boulevard, the City of Santa recommends disallowing left-turns out at the Winchester Boulevard driveway and making both driveways on Worthington Circle full access to serve traffic heading northbound on Winchester Boulevard and heading eastbound on Forest Avenue. In general, the project access points should be free and clear of any obstructions to optimize sight distance, thereby ensuring that exiting vehicles can see pedestrians coming from either direction on the sidewalk and other vehicles or bicycles traveling on the street. Any landscaping and signage should be located in such a way as to ensure an unobstructed view for drivers entering and exiting the site.

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Figure 11 Project Trips at Site Access Points

LEGEND

XX(XX) = AM(PM) Peak-Hour Traffic Volumes

13(8)

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Recommendation: Red curb markings should be placed within the driveway triangle of safety for driveways on Winchester Boulevard and Worthington Circle.

Providing the appropriate sight distance reduces the likelihood of a collision at a driveway and provides drivers with the ability to exit a driveway or locate sufficient gaps in traffic. Adequate sight distance generally should be provided in accordance with Caltrans standards. The minimum acceptable sight distance is based on the Caltrans stopping sight distance. Sight distance requirements vary depending on the roadway speeds. The speed limit on Worthingon Circle is 25 mph and Winchester Boulevard is 35 mph (speed limits posted on respective streets). Based on a speed limit of 25 mph, the Caltrans recommended stopping sight distance is 150 feet and for 35 mph is 250 feet. This means that a driver must be able to see 150 feet down Worthington Circle and 250 feet down on Winchester Boulevard in order to stop and avoid a collision with another vehicle. As per the site plan, the driveways on Worthington Circle and Winchester Boulevard would have enough sight distance to see pedestrians and vehicles coming from either direction.

The proposed project and the 165 senior apartment units would generate 36 inbound trips during the AM peak hour and 84 inbound trips (including pass-by trips) during the PM peak hour. Of those, 22 inbound trips during the AM peak hour and 48 inbound trips during the PM peak hour would be heading northbound on Winchester Boulevard and would need to make a left turn into the site (see Figure 11). Most of these vehicles would use the Winchester driveway, but some are assumed to use the Worthington driveways because of their proximity to parking spaces. This means one vehicle every three minutes would make a left turn in front of the project site at the Winchester Boulevard driveway during the AM peak hour and one vehicle every one minute during the PM peak hour. Left-turning vehicles entering the project site from Winchester Boulevard would use the center turn lane and would not disrupt the traffic flow.

The proposed project and the 165 senior apartment units would generate 76 outbound trips during the AM peak hour and 55 trips during the PM peak hour. Among those, a majority of vehicles using the Winchester Boulevard driveway would make right turns to head to the south. Since left-turn out would not be allowed, vehicles heading northbound on Winchester Boulevard and eastbound on Forest Avenue would use the Worthington Circle driveways.

The project driveway located on Worthington Circle near Winchester Boulevard is shown to be approximately 300 feet from the intersection, which can accommodate a maximum queue of 12 vehicles. The maximum vehicle queue for the eastbound movement is estimated to be four vehicles during the AM peak hour under background plus project conditions and would not affect the operations at the inbound only driveway along Worthington Circle.

Transit, Pedestrian and Bicycle Analysis

Pedestrian Facilities Pedestrian facilities consist of sidewalks, crosswalks, and pedestrian signals at signalized intersections. In the project vicinity, sidewalks exist along both sides of Winchester Boulevard and adjacent neighborhood roadways. Marked crosswalks with pedestrian signal heads and push buttons are provided along all approaches of the nearby intersections, except the west leg of the Santana Row/Stevens Creek Boulevard in the immediate project vicinity. Overall, the existing sidewalks and pedestrian paths have good connectivity and would provide pedestrians with safe routes to all of the surrounding land uses in the area, including the Westfield Valley Fair Mall.

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Bicycle Facilities

Currently, there are no bike connections between the project site and other bike facilities in the area. In addition, there are no planned improvements within the vicinity of the project site identified by the City and County of Santa Clara or in the San Jose Bike Plan 2020. The project, by itself, would not create enough bicycle travel demand to warrant the installation of bike facilities on the nearby streets. Public Transit

The project site is located in a transit-rich area. There are bus stops on Winchester Boulevard that serve bus lines 23 and 60. Bus stops for bus line 323 are located on Stevens Creek Boulevard, approximately 1,400 feet from the project site and for bus line 25 at Moorpark and Winchester, approximately 3,800 feet from the site. New transit trips generated by the project can be well-served by the existing transit services. Also, the project’s TDM Plan includes subsidized transit passes to encourage the use of the nearby bus and rail services.

To assess the project impact on transit vehicle delay, the delay experienced by routes 23, 25, 60 and 323, which run through the study intersections, was estimated based on the results of the intersection level of service analysis. Table 9 summarizes the increase in transit vehicle delay and travel time through the study area with the addition of the project traffic under background conditions. VTA does not have significance thresholds to determine impacts on transit vehicle delay. Therefore, this analysis is presented for information purposes only. The results show that the project would result in minimal changes in transit travel time in the study area. Freeway Ramp Analysis

Freeway Off-Ramps The freeway off-ramp queuing analysis, as shown in Table 10, indicates that the existing storage at the off-ramps would be adequate to accommodate the projected queue under background plus project conditions. The addition of project traffic would lengthen the projected queues at the study off-ramps by no more than one vehicle. Freeway On-Ramps An analysis of metered freeway ramps providing access to the project site was performed to identify the effect of the addition of project traffic on the queues at metered study freeway on ramps. It should be noted that the City has not adopted methodologies or impact criteria for the analysis of freeway ramps. The project is expected to add peak hour trips to three metered on-ramps:  I-280 westbound diagonal on-ramp from Winchester Boulevard  I-880 northbound on-ramp from eastbound Stevens Creek Boulevard  I-880 southbound on-ramp from Stevens Creek Boulevard

The existing vehicle queue lengths at the metered ramps were measured in the field during the peak hours of traffic. A qualitative assessment of project traffic on the I-880 southbound on-ramp from Stevens Creek Boulevard was completed since the field observations revealed only a minimal queue. A quantitative evaluation of the I-280 westbound on-ramp from Winchester and I-880 northbound on-ramp from eastbound Stevens Creek Boulevard was completed since those ramps currently experience lengthy vehicle queues.

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I-880 northbound on-ramp from eastbound Stevens Creek Boulevard The existing queue lengths and service rate of the meter at the I-880 northbound on-ramp were measured in the field during the AM peak hour (see Table 11). The ramp is not metered during the PM peak hour. Wait times (the time it took a vehicle at the end of the queue to proceed through the meter) at the metered ramp were derived from the collected data. Based on this analysis, it was determined that the addition of project traffic to the I-880 northbound on- ramp from eastbound Stevens Creek Boulevard would equate to an approximately 2% increase in volume during the AM peak hour and would extend the wait times at the ramp by no more than nine seconds. I-280 westbound diagonal on-ramp from Winchester Boulevard The existing queue lengths and service rate of the meter at the I-280 westbound on-ramp were measured in the field during the AM peak hour (see Table 11). The ramp is not metered during the PM peak hour. Wait times (the time it took a vehicle at the end of the queue to proceed through the meter) at the metered ramp were derived from the collected data. A ratio between the existing volumes using the freeway on-ramp and the approved and project trips was used to estimate the number of vehicles that would be added to the existing queue under background and project conditions. Based on this analysis, it was determined that the addition of project traffic to the I-280 westbound on-ramp from Winchester Boulevard would equate to an approximately 1% increase in volume during the AM peak hour and would extend the wait times at the ramp by no more than four seconds. I-880 southbound on-ramp from Stevens Creek Boulevard Based on field observations, the longest vehicle queue that developed on the I-880 southbound on- ramp was 15 vehicles in length. The vehicle queues that were measured in the field often backed up past the I-880/southbound I-280 eastbound split. However, the queued vehicles did not impact the traffic going to I-280 because they had their own lane. The proposed project would add 6 AM peak hour trips to the I-880 southbound on-ramp. This equates to approximately one vehicle every ten minutes. Based on the variability of the vehicle queue, the project could potentially add one vehicle to the maximum queue if the vehicle were to arrive at just the right moment when the queue was at its maximum. Thus, it can be concluded that the addition of AM project trips to the metered I-880 southbound on-ramp would have very little effect on vehicle queues at the ramp. Based on the on-ramp meter analysis, existing vehicle storages on the I-880 and I-280 on-ramps are adequate to serve the existing maximum vehicle queues that develop due to ramp metering and would continue to adequately serve the estimated maximum vehicle queues that would develop with the addition of project-generated traffic.

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Table 9 Transit Vehicle Delay Summary

Projected Increase in Transit Vehicle Delay (sec/veh) Route # Study Area Street(s) Direction AM PM Forest Avenue, Winchester Boulevard, EB 0.4 2.6 23 and Stevens Creek Boulevard WB -1.2 -0.6 Moorpark Avenue and Winchester EB 0.7 -0.5 25 Boulevard WB 0.0 0.9 NB 0.9 -0.8 60 Winchester Boulevard SB -1.6 -0.5 EB 0.3 3.2 323 Stevens Creek Boulevard WB 1.2 1.6

Notes: Projected increase in transit delay based on a comparison of background vs. background plus project conditions intersection movement delays calculated by TRAFFIX.

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Table 10 Freeway Off-Ramp Queueing Analysis

I-880 SB Off I-880 SB Off Moorpark/ I- Moorpark/ I- I-880 NB Off I-880 NB Off Ramp/Steve Ramp/Steve 280 Off- 280 Off- Ramp/ Ramp/ ns Creek ns Creek Ramp Ramp Stevens Stevens SB SB SBL SBL NBL NBL Measurement AM PM AM PM AM PM Existing Conditions Cycle/Delay1 (sec)12514063637676 Lanes 3 3 3 3 3 3 Volume (vph) 979 613 766 956 794 865 Volume (vphpl ) 326 204 255 319 265 288 95th %. Queue (veh/ln.) 17 13 8 10 10 10 95th %. Queue (ft./ln) 425 325 200 250 250 250 Storage (ft./ ln.) 900 900 550 550 550 550 Adequate (Y/N) YES YES YES YES YES YES

Existing Plus Project Conditions Cycle/Delay1 (sec)12514063637676 Lanes 3 3 3 3 3 3 Volume (vph) 983 622 770 966 799 877 Volume (vphpl ) 328 207 257 322 266 292 95th %. Queue (veh/ln.) 17 13 8 10 10 11 95th %. Queue (ft./ln) 425 325 200 250 250 275 Storage (ft./ ln.) 900 900 550 550 550 550 Adequate (Y/N) YES YES YES YES YES YES

Background Conditions Cycle/Delay1 (sec)12514063637676 Lanes 3 3 3 3 3 3 Volume (vph) 1434 943 1077 1185 1525 1299 Volume (vphpl ) 478 314 359 395 508 433 95th %. Queue (veh/ln.)241811111614 95th %. Queue (ft./ln) 600 450 275 275 400 350 Storage (ft./ ln.) 900 900 550 550 550 550 Adequate (Y/N) YES YES YES YES YES YES

Background Plus Project Conditions Cycle/Delay1 (sec)12514063637676 Lanes 3 3 3 3 3 3 Volume (vph) 1438 952 1081 1195 1530 1311 Volume (vphpl ) 479 317 360 398 510 437 95th %. Queue (veh/ln.)241811121614 95th %. Queue (ft./ln) 600 450 275 300 400 350 Storage (ft./ ln.) 900 900 550 550 550 550 Adequate (Y/N) YES YES YES YES YES YES

1 Vehicle queue calculations based on cycle length for signalized intersections. 2 Assumes 25 feet per vehicle queued.

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Table 11 Freeway Ramp Analysis

Existing1 Background2 Background Plus Project2 Queue Wait Queue Wait Queue Wait Peak Length Time4 Approved Length Time4 Project % Length Time4 Freeway Ramp Hour Volume (veh.)3 (min:sec) TripsVolumes (veh.)3 (min:sec) Trips Volumes Increase5 (veh.)3 (min:sec) I-880 NB Loop On-Ramp AM 401 12 1:42 218 619 19 2:41 8 627 1.3% 20 2:50 from EB Stevens Creek

I-280 WB Diagonal On- AM 1,132 38 1:58 157 1,289 44 2:16 9 1,298 0.7% 45 2:20 Ramp at Winchester

Notes: 1 Existing queue lengths and wait times represent the longest queue observed in the mixed-flow lane during the peak-hour. Existing wait times were estimated based on peak ramp meter rates observed in August 2017. 2 Background and project conditions queue lengths were estimated based on the ratio between the existing volumes on the ramp and the estimated approved and 3 Queue lengths shown are the total vehicles for all lanes at each of the study on-ramps. 4 Wait times were estimated based on the queue length and the measured meter's service rate. 5 Percent increase was calculated from background to project conditions.

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7. Conclusions

The potential impacts of the project were evaluated in accordance with the standards set forth by the City of Santa Clara, City of San Jose and the Santa Clara Valley Transportation Authority. The traffic study included an analysis of AM and PM peak hour traffic conditions for thirteen (13) signalized intersections and three (3) freeway ramps in the vicinity of the project site. All of these intersections are located in San Jose.

Level of Service Analysis at Signalized Intersections

The results show that one intersection located within the City of San Jose would be significantly impacted by the project, according to City of San Jose impact criteria. The impact and proposed improvements to mitigate the impact are described below. Winchester Boulevard and Stevens Creek Boulevard Mitigation Measure: The intersection of Winchester Boulevard and Stevens Creek Boulevard has been identified as a City of San Jose Protected Intersection. Thus, in lieu of physical mitigations at the Winchester Boulevard and Stevens Creek Boulevard intersection, San Jose requires projects to construct offsetting improvements to other parts of the transportation system in the area to improve system-wide roadway capacity or to enhance non-auto travel modes in furtherance of the General Plan goals and policies.

Freeway Segment Analysis

Vehicle Queuing

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Site Access Site access was evaluated to determine the adequacy of the proposed site driveways with regard to delay, queuing, and sight distance. The following improvements were recommended:

Recommendation: Red curb markings should be placed within the driveway triangle of safety for driveways on Winchester Boulevard and Worthington Circle.

Transit, Pedestrian and Bicycle Analysis

Transit, pedestrian, and bicycle access to the site is good, and no improvements are recommended. Freeway Ramp Analysis

The existing storage at the off-ramps would be adequate to accommodate the projected queue under background plus project conditions. The addition of project traffic would lengthen the projected queues at the study off-ramps by no more than one vehicle.

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