Freedom Circle Focus Area Plan and
Greystar General Plan Amendment
Transportation Analysis
Prepared for:
MIG
December 22, 2021
Hexagon Transportation Consultants, Inc.
Hexagon Office: 4 North Second Street, Suite 400
San José, CA 95113
Phone: 408.971.6100
Hexagon Job Number: 20MH02
Client Name: MIG
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021
Table of Contents
1. Introduction ................................................................................................................. .................. 1
2. Existing Conditions .......................................................................................................... ........... 17
3. Background Conditions ........................................................................................................ ....... 35
4. Background Plus Project Conditions ........................................................................................... 47
5. Cumulative Conditions ........................................................................................................ ........ 73
6. Other Transportation Issues .................................................................................................. .... 116 Appendices
Appendix A Land Use Assumptions by Parcel
Appendix B Traffic Counts
Appendix C Level of Service Calculations
Appendix D Signal Warrant Analysis
List of Tables
Table 1 Signalized Intersection Level of Service Definitions Based on Average Control Delay ..... 11 Table 2 Unsignalized Intersection Level of Service Definitions Based on Average Delay ............. 12 Table 3 Freeway Segment Level of Service Definitions ................................................................ 13 Table 4 Existing Intersection Levels of Service............................................................................. 32 Table 5 Trip Generation Estimates for the Freedom Circle Focus Area – Background (2030) Conditions 40
Table 6 Background Intersection Levels of Service ...................................................................... 44 Table 7 Project Trip Generation Estimates (Year 2030) – Greystar .............................................. 48 Table 8 Project Trip Generation Estimates (Year 2030) – Focus Area Buildout ............................ 48 Table 9 Background Intersection Levels of Service - Greystar ..................................................... 57 Table 10 Background Intersection Levels of Service – Focus Area Buildout .................................. 61 Table 11 Summary of Affected Intersections under Background Plus Project Conditions – Focus Area Buildout ..................................................................................................... 71 Table 12 Project Trip Generation Estimates – Focus Area Without Greystar .................................. 81 Table 13 Project Trip Generation Estimates – Focus Area Including Greystar ............................... 82 Table 14 Cumulative Intersection LOS without and with Focus Area Buildout ................................ 90 Table 15 Cumulative Intersection LOS without and with Greystar .................................................. 94 Table 16 Summary of Affected Intersections under Cumulative Plus Project Conditions - Greystar ................................................................................................................... .... 112 Table 17 Summary of Affected Intersections under Cumulative Plus Project Conditions – Focus Area Buildout ................................................................................................... 113 Table 18 Freedom Circle Focus Area Trip Generation Estimates (Year 2018) ............................. 119 Table 19 Santa Clara County Freeway Segment Traffic Operations ............................................. 123 Table 20 Alameda County Freeway Segment Traffic Operations ................................................. 128 Table 21 San Mateo County Freeway Segment Traffic Operations .............................................. 129 Table 22 Existing Freeway Ramp Operations .............................................................................. 131 Table 23 Freeway Ramp Operations under Existing Plus Project Conditions ............................... 132 Table 24 Left-Turn Storage Queuing Analysis .............................................................................. 135 Table 25 Cumulative Levels of Service at Greystar Driveway Intersections .................................. 144 Table 26 Vehicle Parking Analysis ............................................................................................... 146 Table 27 Transit Vehicle Delay in Study Area .............................................................................. 150 Table 28 Summary of the Proposed Improvements related to Other Transportation Issues ......... 151 Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021
List of Figures
Figure 1 Study Intersections .......................................................................................................... .. 2 Figure 2 Draft Conceptual Land Use Plan for Freedom Circle Focus Area ...................................... 3 Figure 3 Existing Pedestrian Facilities ........................................................................................... 20 Figure 4 Existing Bicycle Facilities ................................................................................................. 21 Figure 5 Existing Transit Services ................................................................................................. 24 Figure 6 Existing Lane Configurations ........................................................................................... 26 Figure 7 Existing Traffic Volumes .................................................................................................. 29 Figure 8 Background No Project Lane Configurations ................................................................... 36 Figure 9 Background Traffic Volumes ............................................................................................ 41 Figure 10 Background Plus Project Traffic Volumes - Greystar ....................................................... 50 Figure 11 Background Plus Project Traffic Volumes – Focus Area Buildout .................................... 53 Figure 12 Cumulative No Project Lane Configurations .................................................................... 74 Figure 13 Cumulative No Project Traffic Volumes ........................................................................... 78 Figure 14 Cumulative Plus Project Without Greystar Traffic Volumes.............................................. 83 Figure 15 Cumulative Plus Project Including Greystar Traffic Volumes ........................................... 86 Figure 16 Greystar Site Circulation Plan with Cumulative Plus Project Including Greystar Traffic Volumes ....................................................................................................................... . 143
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 1
1. Introduction
This report presents the results of the transportation analysis (TA) conducted for the proposed Freedom Circle Focus Area Plan and Greystar General Plan Amendment in Santa Clara, California (see Figure 1). The Freedom Circle Focus Area encompasses approximately 108 gross acres in an employment- rich area of northern Santa Clara, comprising several moderate-intensity office and industrial parks accompanied by surface parking, along with the Santa Clara Marriott hotel. The Focus Area is bounded by San Tomas Aquino Creek to the east, Great America Parkway to the west, Great America Theme Park to the north, and Highway 101 to the south. It is proximate to a range of regional destinations and amenities, including Levi’s Stadium, Great America Theme Park, and the Santa Clara Convention Center. The Focus Area would allow, subject to a future planning study, 2,525 dwelling units beyond those anticipated in the Greystar General Plan Amendment (described below), and 2 million square feet of additional office space beyond that allowed under the current high-intensity office designation (see Figure 2). The Freedom Circle Focus Area would maintain the existing roadways and vehicle connections from Great America Parkway and Mission College Boulevard.
The Greystar General Plan Amendment proposes to change the General Plan land use designation for the 13.3-acre Greystar site, which is bounded by San Tomas Aquino Creek to the East, Freedom Circle to the West, and Highway 101 to the south from High Intensity Office (maximum Floor Area Ratio of
2.0) to Very High Density Residential (51-100 Dwelling Unit/Acre). Greystar is proposing a total of 1,0751 dwelling units in three 7-story buildings. The proposal also includes a two-acre public park with a connection to the San Tomas Aquino Creek trail, and up to 2,000 square feet of neighborhood-serving retail. The Greystar site would have direct vehicular access via three proposed driveways on Freedom Circle.
Scope of Study
The purpose of the transportation analysis (TA) is to satisfy the requirements of the City of Santa Clara and the Congestion Management Program (CMP) of the Santa Clara Valley Transportation Authority (VTA) and the California Environmental Quality Act (CEQA).
1 This transportation analysis is based on an earlier project description, which contained 1,100 dwelling units. Thus, the analysis of adverse effects associated with the Greystar development is conservative in that it slightly overstates the trips associated with the proposed project. The buildout of the Freedom Circle Focus Area is assumed to include a total of 3,600 d.u. (1,100 d.u. on the Greystar site plus 2,500 d.u. elsewhere in the Focus Area).
N 1st St
Lafayette St
Zanker Rd
Monroe St
Lawrence Expy
Central Expy
Benton St
El Camino Real
Scott Blvd
Kifer Rd
Pruneridge Ave
San Tomas Expy
Kiely Blvd
Tasman Dr
Bowers Ave
Cabrillo Ave
Montague Expy
W Hedding St
Walsh Ave
Homestead Rd
Bassett St
Harrison St
Pomeroy Ave
Airport Blvd
McCarthy Blvd
Warburton Ave
Martin Ave
Forbes Ave
Saratoga Ave
Lick Mill Blvd
Orchard Pkwy
Coleman Ave
Bering Dr
Stewart Dr
N Monroe St
N Tantau Ave
N Bascom Ave
Calabazas Blvd
E Arques Ave
Agnew Rd
Patrick Henry Dr
De La Cruz Blvd
Lakeside Dr
Laurelwood Rd
N Winchester Blvd
Sandia Ave
E Duane Ave
Moffett Park Dr
River Oaks Pkwy
Gold St
Lakehaven Dr
E Caribbean Dr
Bohannon Dr
Oakmead Pkwy
Crossman Ave
Chestnut St
Technology Dr
E Trimble Rd
Terminal Dr
Machado Ave
E Plumeria Dr
Thomas Rd
Augustine Dr
E Tasman Dr
W Brokaw Rd
Memorex Dr
Juliette Ln
de la Cruz Blvd
Rio Robles
Freedom Cir
Gateway Pl
Calle de Luna
Manchester Dr
Mountain View
Alviso Rd
Mountain View
Alviso Rd
Lafayette St
87 10
1 5
11 22
23 18
15 19 32
42 43 44
33 34
56 53
52 35
47 48
49 50
45 20
12 13
14 27
2625
28 29
30 31
16 36
37 40
17 21
24 55
51 58
54 57
2 3
4 9
8 76
38 39
41 46
= Santa Clara Vision Plan Boundary
= City of Santa Clara
= Patrick Henry Drive Specific Plan Boundary
LEGEND
= Freedom Circle Focus Area Boundary
= Congestion Management Program (CMP) Study Intersection = Non-CMP Study Intersection
X
X
237
101
880
880
280
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Figure 1
Study Intersections
Great America Pkwy
Old
Ironsides
DrOld
Ironsides
Dr
Mission
College
Blvd
Mission
College
Blvd
Freedom Circle Focus Area Plan TransportaƟon Analysis
Figure 2
Draft Conceptual Land Use Plan for Freedom Circle Focus Area ,...........
...........
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Community
College
101
Establishing pedestrian and
bike network to increase
internal walkability and
cross-site connectivity
while opening up
opportunities for
---- ground-floor activation.
A multi-use path along the
northern boundary ofthe
Focus Area will offer another
cross-site connector for
bikes and pedestrians.
A "Freedom Loop"
Multi-Use path will create
a safe and functional bike
and pedestrian route to
enhance connectivity and
link to on and off-site trail
path networks.
California's
Great America
Gateways along Mission
~~~~eg~~~VJa:i~1h!iriobc~s
established to reinforce
imageability and
hignli$1ht features and
amenities.
n College Blvd
An imageable community
park wifl provide an open
space and offer facilities to
enhance connectivity to
the San Tomas Aquino
Creek Trail. Open and
active ground-floor
frontages, well-designed
landscaping and on-site
amenities will ensure
vibrancy.
••••• ••••• ■■
•••• ••• ■
■
Freedom Circle
Focus Area Plan
Focus Area
Legend
~ Study Area Boundary
r : : ] Greystar Project Boundary
Land Use
-
High-Intensity Office/ R&D
Very High-Density Residential
~ Very High-Density Mixed Use
- Regional Commercial
Parks/ Open Space
- Public/ Quasi Public
Urban Design
On-site Path
Q Node
Gateway
Circulation & Mobility
- Primary Vehicular Circulation
- Local Vehicular Connection
- San Tomas Aquino Creek Trail
Bike/Multi -Use Path
N
~ .OOOft E9
0 NORTH
Notto Scale
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 4
It should be noted that this transportation analysis is based on existing conditions as of 2018/2019, prior to the recent reductions in traffic volumes and transit services associated with the current pandemic. Since the institution of shelter in place orders went into effect in March 2020 due to COVID- 19, most offices and schools are closed, and people are working at home to the extent possible. As a result, current traffic volumes are a fraction of what they were prior to the virus outbreak and transit providers are operating on reduced schedules. It is not known when traffic conditions will return to pre- virus levels, but it is expected that the current reductions in traffic volumes and transit services are only temporary. Since development of the Freedom Circle Focus Area is anticipated to occur over a period of many years or decades, this transportation analysis is based on pre-virus conditions. Furthermore, future year traffic forecasts reflect assumptions regarding land use developments and transportation improvements developed in 2019 without any modifications to reflect the potential long-range economic effects of the current pandemic. Thus, this transportation analysis is considered to be a conservative evaluation of the project’s effects since the growth in traffic volumes reflected in this report may not occur until many years after the horizon years evaluated in this report.
Vehicle Miles Traveled
In 2013, Governor Brown signed Senate Bill 743. SB 743 directed the State Office of Planning and Research (OPR) to develop new California Environmental Quality Act (CEQA) guidelines and to replace Level of Service (LOS) as the evaluation measure for transportation impacts under CEQA with another measure such as Vehicle Miles Traveled (VMT). VMT measures the amount of vehicle trip making and trip length and is a direct measurement of greenhouse gas emissions. A reduction in VMT would promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks, and a diversity of land uses that reduces the reliance on individual vehicles.
The City of Santa Clara recently adopted a VMT Transportation Analysis Policy for Environmental Review2. The Policy sets forth screening criteria that allow various types of developments such as infill developments, small projects, and/or transit supportive projects near major transit corridors to be presumed to have a less than significant impact on VMT. The Freedom Circle Focus Area Plan and the Greystar General Plan Amendment would qualify as a transit supportive project since they meet the following criteria:
Proximity to Transit
Transit supportive projects must be located within ½ mile of an existing Major Transit Stop or an existing transit stop along a High-Quality Transit Corridor, as those terms are defined by Public Resources Code sections 21064.3 and 21155. A “Major Transit Stop” is defined as a site containing any of the following: (a) an existing rail or bus rapid transit station; (b) the intersection of two or more major bus routes with a frequency of service interval of 15 minutes or less during the morning and afternoon peak commute periods; or (3) a major transit stop that is included in Plan Bay Area 2040 (Pub. Res. Code §§ 21064.3, 21155(b)). A “High-Quality Transit Corridor” is defined as a corridor with fixed route bus service with service intervals no longer than 15 minutes during peak commute hours. (Pub. Res. Code § 21155(b).
2 City of Santa Clara, Resolution No. 20-8861, “A Resolution of the City of Santa Clara, California to Amend Resolution 5713 to Adopt a Transportation Analysis Policy to Comply with the California Environmental Quality Act Pursuant to State Senate Bill 743 (2013) and CEQA Guidelines Section 15064.3,” adopted June 23, 2020.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 5
VTA provides the frequent bus service via Route 57, which runs along Great America Parkway. In addition, VTA provides local bus service via Route 20 and Route 59, which run along Great America Parkway and Mission College Boulevard. Prior to COVID-19 pandemic, both Route 57 and Route 20 had headways of 15-minutes during the peak commute periods. Since the pandemic is temporary and the VTA plans to resume 15-minute headways on these routes as ridership increases, pre-pandemic headways were used to define “High-Quality Transit Corridor”. Thus, both Great America Parkway and Mission College Boulevard have fixed-route bus service with service intervals of 15 minutes or less during the AM and PM peak commute periods and are considered High-Quality Transit Corridors.
There are three Route 20/59 bus stops near the Freedom Circle Focus area along Mission College Boulevard at Great America Parkway, Freedom Circle, and Agnew Street. All of the parcels within the Freedom Circle Focus area, including the Greystar site, are either within ½ mile of the nearest Route 57 bus stop or the Route 20/59 bus stops. A map showing these transit facilities and a full description of other nearby transit services are presented in Chapter 2 (see Figure 5).
Density
For office/R&D projects, transit supportive projects must have a minimum floor area ratio (FAR) of 0.75.
Likewise, residential projects must have a minimum density of 35 dwelling units per acre. The office development allowed in the Freedom Circle Focus Area would equate to an FAR of approximately 1.4.
The proposed residential density within the Freedom Circle Focus Area including the Greystar site would be nearly 100 du/ac. Thus, the development densities proposed on the Greystar site and the remainder of the Freedom Circle Focus Area would meet the minimum requirements to be considered a transit supportive project.
Multimodal Transportation Networks
The City Policy requires that transit supportive projects promote multimodal transportation networks.
The Freedom Circle Focus Area Plan will provide balanced, multimodal internal circulation as well as easy access to nearby destinations and transit stations. The Plan includes the following planning and design themes that support safe, active, and sustainable travel options for residents, workers, and visitors:
x Maintain existing street hierarchy and provid e streetscape alterations to promote pedestrian friendly design to increase pedestrian comfort and safety. x Expand pedestrian pathways, in ternal streets, and create new linkages between neighborhoods to improve circulation, connect people to destinations both within and outside of the plan area, and provide a sense of openness in residential areas.
x Retrofit auto-oriented streets to accommodat e all travel modes, and develop finer grained streets that are comfortable, inviting, safe, and accessible for all users. x Build on existing physical asse ts and enhance connectivity to the San Tomas Aquino Creek trail.
x Provide pedestrian and bicycle routes to tran sit stops located along major thoroughfares.
In particular, the proposed Greystar development would add a new bicycle and pedestrian connection from Freedom Circle through the project site to the San Tomas Aquino Creek trail. In addition, Greystar would construct Class II bike lanes along the project frontage on Freedom Circle.
Transit-Oriented Design Elements
Transit supportive projects must include transit-oriented design elements. The Freedom Circle Focus Area Plan will include design guidelines and standards to ensure a pedestrian-oriented, mixed-use district that is walkable with convenient connections to high-quality transit. The following urban design principles will ensure the Freedom Circle Focus Area is a transit-oriented development:
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 6
x Include a lively mix of core community uses an d neighborhood serving retail that provide a broad array of services for residents, workers, and visitors. x Reduce reliance on private v ehicles and improve jobs/housing balance by locating amenities and jobs within walking distance to housing.
x Develop standards and guidelines to enhance overall livability of the area. x Activate street frontages and gr ound floor uses to create a cohesive, integrated, environment.
The Greystar project would include neighborhood serving retail space adjacent the proposed public park that would serve residents and park visitors reducing the need for vehicle travel. Furthermore, the Greystar site is located in an employment rich area. Thus, the proposed residential use would improve the diversity of uses and promote alternative modes of travel.
Parking
Transit supportive projects may not include more parking for use by residents, customers, or employees of the project than required by the City Code. With the exception of Greystar, no other development applications have been submitted for projects within the Freedom Circle Focus Area, thus the proposed on-site parking supply is unknown elsewhere. The Freedom Circle Focus Area Plan is expected to follow the parking standards set forth in the City of Santa Clara Municipal Code §18.23.070. The parking ratios in this section were developed for the Lawrence Station Area Plan. The Freedom Circle Focus Area Plan will not require parking at a higher rate than the code requirements in effect in other areas. Thus, it is assumed that future developments within the Freedom Circle Focus Area will not include excess parking and would qualify as transit supportive. Moving forward, development proposals will undergo review upon submittal and any applications that propose excess parking would not qualify as transit supportive and would be required to evaluate their potential impacts on VMT.
As currently proposed, the on-site residential and retail parking at the Greystar project (1,391 spaces) would equal the City Code required parking. Thus, the proposed parking supply is consistent with a transit supportive project.
Affordable Housing
Affordable housing has been shown to generate fewer vehicle miles traveled per capita than market rate housing. Accordingly, the City’s VMT Policy states that transit supportive projects must not replace affordable residential units with a smaller number of affordable units, and any replacement units must be at the same level of affordability. Currently, the Freedom Circle Focus Area does not contain any residential dwelling units. The Freedom Circle Focus Area Plan will require 15 percent of the proposed new residential dwelling units be affordable to those earning less than 80 percent of the Area Median Income (AMI). Therefore, the project would add new affordable dwelling units and not result in a loss of affordable units.
Findings
Per the State’s guidance and the City’s VMT Policy, the Freedom Circle Focus Area Plan qualifies as a transit supportive project and is presumed to have a less than significant impact on VMT. Likewise, the Greystar development would qualify as a transit supportive project presuming on-site parking is reduced so that it does not exceed the parking required by code.
Local Transportation Analysis
Although the Freedom Circle Focus Area Plan does not require a VMT analysis, the City still requires all projects to measure intersection efficiency (LOS) as part of an operational analysis and to provide improvements or address project related operational deficiencies. Thus, this report contains a local Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 7
transportation analysis to evaluate the project’s consistency with the level of service standards set forth in the City’s General Plan and to identify feasible improvements to remedy any deficiencies.
The study area was determined using the City of Santa Clara’s (CSC) travel demand forecast model.
The study analyzes the effects of the project on the key intersections, freeway segments, and freeway ramps in the study area during the weekday AM and PM peak hours of traffic. Locally, the AM peak hour of traffic is usually between 7:00 and 9:00 AM, and the PM peak hour is typically between 4:00 and 6:00 PM. It is during these periods that the most congested traffic conditions occur on an average weekday.
The Santa Clara County VTA CMP guidelines require that the CMP freeway segments be evaluated to determine the impact of added traffic for projects that generate trips equal to or greater than one percent of the freeway segment’s capacity. Implementation of the Focus Area Plan is expected to generate added traffic volume on multiple freeway segments along US 101, SR 237, SR 87, I-680, and I-880. The traffic analysis also includes a capacity analysis for 14 freeway ramps.
Study Intersections
Fifty-eight study intersections were selected in accordance with VTA’s Transportation Impact Analysis Guidelines (October 2014) and in consultation with Santa Clara staff. The study includes those intersections that provide primary access to the project areas and intersections that would experience a substantial increase in traffic volumes. The study intersections are listed below and shown on Figure 1.
Twenty-five study intersections are designated as CMP intersections. Seven of the study intersections are located in the City of Sunnyvale, six of the study intersections are located in the City of San José, and the remaining intersections are in Santa Clara. All study intersections were evaluated against the standards of the applicable municipality, while the CMP intersections also were evaluated against the standards of the Santa Clara County CMP.
1. Lawrence Expressway and Ta sman Drive (CMP) [Sunnyvale]
2. Lawrence Expressway and Sandia Avenue/Lakehaven Drive [Sunnyvale]
3. Lawrence Expressway and US 10 1 Northbound Ramps [Sunnyvale]
4. Lawrence Expressway and US 10 1 Southbound Ramps [Sunnyvale]
5. Lawrence Expressway and E. Ar ques Avenue (CMP) [Sunnyvale]
6. Patrick Henry Drive and Tasman Drive
7. Old Ironsides Driv e and Tasman Drive
8. Old Ironsides Drive and Ol d Glory Lane (Unsignalized)
9. Old Ironsides Drive and Patr ick Henry Drive (Unsignalized)
10. Great America Parkway and SR 237 Westbound Ramps (CMP) [San José]
11. Great America Parkway and SR 237 Eastbound Ramps (CMP) [San José]
12. Great America Parkway and Great America Way
13. Great America Parkway and Old Mountain View-Alviso Road
14. Great America Parkway and Bunker Hill Lane
15. Great America Parkway and Tasman Drive (CMP)
16. Great America Parkway and Old Glory Lane
17. Great America Parkway and Patrick Henry Drive
18. Great America Parkway and Mission College Boulevard (CMP)
19. Great America Pkwy/Bowers Ave and US 101 Northbound Off Ramp (CMP)
20. Bowers Avenue and US 101 Southbound Off Ramp (CMP)
21. Bowers Avenue and Augustine Drive
22. Bowers Avenue and Scott Boulevard (CMP)
23. Bowers Avenue and Central Expressway (CMP)
24. Bowers Avenue and Kifer Road/Walsh Avenue
25. Mission College Boulevard Loop and Mission College Boulevard Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 8
26. Marriott Driveway and Mission College Boulevard
27. Freedom Circle Drive (W) and Mission College Boulevard
28. Agnew Road/Freedom Circle Drive (E) and Mission College Boulevard
29. Great America employee entrance and Agnew Road
30. Juliette Lane and Mission College Boulevard
31. Burton Drive and Mission College Boulevard
32. Mission College Boulevard and Montague Expressway (CMP)
33. San Tomas Expressway and Scott Boulevard (CMP)
34. San Tomas Expressway and Monroe Street (CMP)
35. San Tomas Expressway and El Camino Real (CMP)
36. Convention Center and Tasman Drive
37. Centennial Boulevard and Tasman Drive
38. Calle Del Sol and Tasman Drive
39. Lick Mill Boulevard and Tasman Drive
40. Lafayette Street and Calle De Luna
41. Lafayette Street and Agnew Road
42. Scott Street and Central Expressway (CMP)
43. Lafayette Street and Central Expressway (CMP)
44. De la Cruz Boulevard and Central Expressway (CMP)
45. Agnew Road/De La Cruz Boulevard and Montague Expressway (CMP)
46. Lick Mill Boulevard and Montague Expressway
47. N. 1st Street and Montague Expressway (CMP) [San José]
48. Zanker Road and Montague Expressway (CMP) [San José]
49. Trimble Road and Montague Expressway (CMP) [San José]
50. McCarthy Boulevard/O'Toole Avenue and Montague Expressway (CMP) [San José]
51. Lawrence Expressway and Kifer Road
52. Lawrence Expressway and Reed Avenue/Monroe Street (CMP) [Sunnyvale]
53. Lawrence Expressway and Homestead Road (CMP) [Sunnyvale]
54. Lawrence Expressway and Pruneridge Avenue
55. Bowers Avenue and Monroe Street
56. Bowers Avenue/Kiely Boulevard and El Camino Real (CMP)
57. Kiely Boulevard and Benton Street
58. Kiely Boulevard and Homestead Road
Freeway Segments
x US 101 between SR 85 SR 92
x SR 237 between I-880 and El Camino Real
x SR 87 between SR 85 and US 101
x I-680 between Yo semite Drive and Stoneridge Drive
x I-880 between Montague Expre ssway and Alvarado Boulevard Study Freeway Ramps
US 101 and Montague Expressway Interchange
x Southbound On-Ramp from We stbound Montague Expressway x Northbound Off-Ramp to Eastbound Montague Expressway
US 101 and Great America Parkway Interchange
x Northbound On-Ramp from Sout hbound Great America Parkway x Southbound On-Ramp from Sout hbound Great America Parkway Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 9
x Northbound Off-Ramp to Great America Parkway
x Southbound Off-Ramp to Great America Parkway
SR 237 and Great America Parkway Interchange
x Eastbound On-Ramp from Great America Parkway
x Westbound On-Ramp from Great America Parkway
x Eastbound Off-Ramp to Great America Parkway
x Westbound Off-Ramp to Great America Parkway
US 101 and Lawrence Expressway Interchange
x Northbound On-Ramp from So uthbound Lawrence Expressway x Southbound Off-Ramp to Lawrence Expressway
SR 237 and Lawrence Expressway Interchange
x Westbound On-Ramp from Northb ound Lawrence Expressway x Eastbound Off-Ramp to Southb ound Lawrence Expressway Other Transportation Issues
The study includes an evaluation of the project’s impacts on transit services and pedestrian and bicycle facilities, and a review of internal vehicular circulation, site access, and parking. In addition, vehicle queuing was evaluated at selected locations where the Focus Area would add a significant number of left-turning vehicles. Lastly, a signal warrant analysis was conducted for the unsignalized study intersections.
Traffic conditions at the study intersections were evaluated for the following scenarios:
x Existing Conditions. Existing AM and PM peak-hour traffic volumes were obtained from new turning-movement counts conducted in May 2019, previously completed traffic studies, and the latest available CMP database.
x Background (Year 2030) Conditions. Background traffic volumes were developed using the CSC travel demand forecasting model. In most locations, the model reflects anticipated growth according to ABAG 2030 land use projections. In the Freedom Circle Focus Area, employment is estimated to grow by approximately six percent between the Year 2018 and 2030. In the vicinity of the Focus Area, the model assumes completion of City Place Phases 1-3 and buildout of the Tasman East Specific Plan. The existing land uses are assumed to remain unchanged within the Patrick Henry Specific Plan Area. The analysis reflects planned transportation improvements anticipated to occur by the Year 2030. Intersection levels of service under background conditions were evaluated using the City methodology. x Background Plus Project Conditions. The Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition and the CSC travel demand forecasting model were used to develop traffic forecasts for background plus project conditions under two development scenarios: 1) Greystar project by itself; 2) the buildout of the Freedom Circle Focus Area including the Greystar project. Intersection level of service calculations were conducted to evaluate background plus project traffic conditions during the AM and PM peak hours. Adverse effects on intersection levels of service associated with the Greystar alone and the buildout of the Focus Area were evaluated relative to background conditions. x Cumulative (Year 2040) No Project Conditions. Cumulative no project traffic volumes were developed using the CSC travel demand model. Cumulative conditions reflect future development and planned transportation improvements anticipated to occur by the year 2040.
The model land use assumptions reflect ABAG land uses in most locations. Within the vicinity of Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 10
the Focus Area, the model assumes buildout of City Place, buildout of the proposed Kylli mixed- use project, buildout of the Patrick Henry Drive Specific Plan (Option 2) and no new roadway connection between Patrick Henry Drive and Mission College Boulevard, as well as development of an additional 1,500 dwelling units per a proposed Amendment to the Tasman East Specific Plan. Cumulative no project conditions assume a marginal growth within the Freedom Circle Focus Area based on the ABAG land use projections under the current land use designations and completion of the approved office development at 4301 Great America Parkway. Intersection level of service calculations under cumulative no project conditions were evaluated using the City methodology.
x Cumulative Plus Project without Greystar Conditions. Cumulative plus project without Greystar conditions reflects the future development anticipated to occur under cumulative no project conditions plus buildout of the Freedom Circle Focus Area with the exception of the Greystar site, which would remain vacant. Traffic forecasts were developed using ITE trip rates and the CSC travel demand model. Intersection levels of service under cumulative plus project without Greystar conditions were evaluated using the City methodology. x Cumulative Plus Project including Greystar Conditions. Cumulative plus project including Greystar traffic volumes were developed using ITE trip rates and the CSC travel demand model and reflect trips generated by buildout of the Freedom Circle Focus Area including the Greystar site. Intersection levels of service under cumulative plus project conditions were evaluated using the City methodology.
Methodology
This section presents the methods used to determine traffic conditions on study roadways and effects on traffic operations caused by the project. 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 new traffic counts, the City of Santa Clara, City of San José, City of Sunnyvale, the CMP, and field observations. The following data were collected from these sources:
x Existing traffic volumes,
x Lane geometries,
x Signal timing and phasing, and
x Lists of approved and pending developments.
Intersection Level of Service Methodologies and Standards 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.
Signalized Intersections
The Cities of Santa Clara, San José, and Sunnyvale evaluate level of service at signalized intersections based on the 2000 Highway Capacity Manual (HCM) level of service methodology. This HCM method evaluates signalized intersection operations on the basis of average control delay time for all vehicles at the intersection. This average delay can then be correlated to a level of service. Table 1 presents the level of service definitions for signalized intersections.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 11
This study utilizes TRAFFIX software to determine intersection levels of service based on the HCM method. Since TRAFFIX is approved by VTA as the level of service analysis software for CMP signalized intersections, the Cities of Santa Clara, San José, and Sunnyvale employ the CMP defaults values for the analysis parameters. TRAFFIX software was used to analyze intersection operations and to identify adverse effects based on the increases in critical-movement delay and the volume-to- capacity ratio (v/c) between no-project and project scenarios.
The Cities of Santa Clara, San José, and Sunnyvale have set forth LOS D as the minimum standard, except on CMP and expressway facilities within Santa Clara and roadways considered “regionally significant” within Sunnyvale, which have a standard of LOS E. Study intersections within Sunnyvale along Lawrence Expressway are considered regionally significant.
Table 1
Signalized Intersection Level of Service Definitions Based on Average Control Delay
Unsignalized Intersections
The study includes the analysis of two unsignalized intersections located in the City of Santa Clara. The City of Santa Clara does not have a level of service standard for unsignalized intersections. The two unsignalized study intersections were analyzed for operational purposes.
Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000), p.10-16.
Level of
Service Description
Average Control
Delay Per
Vehicle (s ec.)
Signal progression is extremely favorable. Most vehicles arrive during the green phase and do not stop at all. Short cycle lengths may also contribute to the very low vehicle delay.
10.0 or lessA
B
Operations characterized by good signal progression and/or short cycle lengths. More vehicles stop than with LOS A, causing higher levels of average vehicle delay.
10.1 to 20.0
Higher delays may result from fair signal progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this lev el. The number of vehicles stopping is significant, though some vehicles may still pass through the intersection without stopping.
20.1 to 35.0C
This level of delay is considered unacceptable by most drivers. This condition often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes of such delay levels. greater than 80.0F
The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfav orable signal progression, long cycle lengths, or high volume-to-capacity (V/C) ratios. Many vehicles stop and individual cycle failures are noticeable.
35.1 to 55.0D
This is considered to be the limit of acceptable delay. These high delay values generally indicate poor signal progression, long cycle lengths, and high volume-to-capacity (V/C) ratios. Individual cycle failures occur frequently.
55.1 to 80.0E
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Level of service analysis at unsignalized intersections is generally used to determine the need for modification in the type of intersection control (i.e., all-way stop or signalization). As part of the evaluation, traffic volumes and delays are evaluated to determine if the existing intersection control is appropriate.
For unsignalized intersections, the level of service is reported based on the average delay for all movements. The level of service definitions for unsignalized intersections is shown in Table 2. This study utilizes TRAFFIX software to determine intersection levels of service based on the 2000 HCM methodology for unsignalized intersections.
Table 2
Unsignalized Intersection Level of Service Definitions Based on Average Delay
Traffic Signal Warrant Analysis
An assessment of the need for signalization was conducted for unsignalized study intersections. For this study, the need for signalization was assessed on the basis of the peak hour volume signal warrant (Warrant #3) described in the 2014 California Manual on Uniform Traffic Control Devices (CA MUTCD).
This method provides an indication of whether traffic conditions and peak-hour traffic levels are, or would be, sufficient to justify the installation of a traffic signal. It should be noted that it is just one of the factors/warrants used to indicate whether installation of a traffic control signal is justified.
Freeway Segments
Freeway segments were analyzed as prescribed in the Santa Clara County CMP technical guideline.
The level of service for freeway segments is estimated based on vehicle density. Density is calculated by the following formula:
D = V / (N*S)
Where:
D = density, in vehicles per mile per lane (vpmpl)
V = peak hour volume, in vehicle per hour (vph)
N = number of travel lanes
A Little or no traffic delay 10.0 or less
B Short traffic delays 10.1 to 15.0
C Average traffic delays 15.1 to 25.0
D Long traffic delays 25.1 to 35.0
E Very long traffic delays 35.1 to 50.0
F Extreme traffic delays greater than 50.0
Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000) p17-2.
Level of Service Description Average Delay Per Vehicle (Sec.) Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 13
S = average travel speed, in miles per hour (mph)
The vehicle density on a segment is correlated to level of service as shown in Table 3. The CMP requires that mixed-flow lanes and auxiliary lanes be analyzed separately from high-occupancy vehicle (HOV) lanes (otherwise known as carpool lanes). The CMP specifies that a capacity of 2,300 vehicles per hour per lane (vphpl) be used for segments three lanes or wider in one direction, and a capacity of 2,200 vphpl be used for segments two lanes wide in one direction. HOV lanes are specified as having a capacity of 1,650 vphpl.
Table 3
Freeway Segment Level of Service Definitions
Freeway Ramps
A freeway ramp analysis was performed in order to verify that the freeway ramps have sufficient capacity to serve the projected traffic volumes with the development of the Freedom Circle Focus Area Plan. This analysis consisted of a volume-to-capacity ratio evaluation of the freeway ramps at the study interchanges. The ramp capacities were obtained from the Highway Capacity Manual 2000, and considered the free-flow speed, number of lanes on the ramp, and ramp metering.
Intersection Vehicle Queuing Analysis
The analysis of intersection operations was supplemented with a vehicle queuing analysis at study intersections where the Focus Area would add a substantial number of vehicle trips to the left-turn movements. The analysis provides a basis for estimating future left-turn pocket storage requirements at the study intersections and is presented for informational purposes only, since the City of Santa Clara has not defined a policy related to queuing. Vehicle queues were estimated using a Poisson probability Level of
Service Description
Density
(vehicles/mile/lane)
A
Average operating speeds at the free-flow speed generally prevail. Vehicles are almost completely unimpeded in their ability to maneuver within the traffic stream.
11.0 or less
B
Speeds at the free-flow speed are generally maintained. The ability to maneuver within the traffic stream is only slightly restricted, and the general level of physical and psychological comfort provided to drivers is still high.
11.0 to 18.0
C
Speeds at or near the free-flow speed of the freeway prevail. Freedom to maneuver within the traffic stream is noticeably restricted, and lane changes require more vigilance on the part of the driver.
18.0 to 26.0
D
Speeds begin to decline slightly with increased flows at this level. Freedom to maneuver within the traffic stream is more noticeably limited, and the driver experiences reduced physical and psychological comfort levels.
26.0 to 46.0
E
At this level, the freeway operates at or near capacity. Operations in this level are volatile, because there are virtually no usable gaps in the traffic stream, leaving little room to maneuver within the traffic stream.
46.0 to 58.0
F Vehicular flow breakdowns occurs. Large queues form behind breakdown points. greater than 58.0
Source: Santa Clara County Valley Transportation Authority, Transportation Impact Analysis Guidelines, Updated March 2009 (Based on the Highway Capacity Manual (2000), Washington, D.C.) Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 14
distribution, which estimates the probability of “n” vehicles for a vehicle movement using the following formula:
P (x=n) = On e – (O
n!
Where:
P (x=n) = probability of “n” vehicles in queue per lane n = number of vehicles in the queue per lane
O average # of vehicles in the queue per lane (vehicles per hr per lane/signal cycles per hr) 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 for a particular left-turn 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 left-turn movement. This analysis thus provides a basis for estimating future turn pocket storage requirements at intersections.
For 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). Thus, turn pocket storage designs based on the 95th percentile queue length would ensure that storage space would be exceeded only 5 percent of the time for a signalized movement. Vehicle queuing at unsignalized intersections are evaluated based on the delay experienced by the turn movement.
Definition of Adverse Effects
Although measures of congestion such as delay and level of service are no longer used to identify significant impacts under CEQA, a local transportation analysis was conducted to evaluate the project’s consistency with the level of service standards set forth in the City’s General Plan and to identify feasible improvements to remedy any deficiencies. Deficiencies in intersection operations that meet specific criteria are labeled as an “adverse effect” of the project. Such adverse effects on intersection operations do not constitute significant impacts under CEQA.
Signalized Intersections
According to the Cities of Santa Clara, Sunnyvale, and San José, a project is said to create an adverse effect at a signalized intersection if for either peak hour, either of the following conditions occurs:
1. The level of service at the in tersection drops below its respective level of service standard (LOS D or better for all San José intersections and local intersections in Santa Clara and Sunnyvale and LOS E or better for CMP and regionally significant intersections in Santa Clara and Sunnyvale) when project traffic is added, or
2. An intersection that operates below its level of service standard under no-project conditions experiences an increase in critical-movement delay of four (4) or more seconds, and an increase in critical volume-to-capacity ratio (v/c) of one percent (0.01) or more when project traffic is added.
The exception to this criterion is when the addition of project traffic reduces the amount of average control delay for critical movements, i.e., the change in average control delay for critical movements are negative. In this case, the criterion is when the project increases the critical v/c value by 0.01 or more.
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Although adverse effects on intersection operations do not constitute significant impacts under CEQA, the City may require developers to implement improvements to address deficiencies in the local transportation network. Adverse effects at signalized intersections can be addressed by one of the following approaches:
x Construct or pay a fair share towards improvements to the subject intersection or proximate to the intersection to increase overall capacity (e.g., traffic signal modifications, construction of additional turn lanes), or
x Construct or pay a fair share towards improvements to the pedestrian or bicycle facilities within the intersection or proximate to the intersection, or
x Construct or pay a fair share towards improved access to transit or transit facility proximate to the intersection, or
x Implement transportation demand management (TDM) measures that will reduce the project traffic at the intersection and improve the deficiency.
Unsignalized Intersections
The City of Santa Clara has not established criteria to define adverse effects for unsignalized intersections. The determination of appropriate improvements to unsignalized intersections typically includes a qualitative and quantitative analysis of movement delay, movement traffic volumes, intersection safety, and need for signalization. For this reason, adverse effects, and the associated improvements to unsignalized intersections are frequently determined on the basis of professional judgment. Like at signalized intersections, adverse effects at unsignalized intersections do not constitute significant impacts under CEQA.
For this study, the following criteria were used to determine if the project would create an adverse effect on traffic conditions at an unsignalized intersection:
1. The addition of project traffic causes the aver age intersection delay to degrade to LOS E or worse, and
2. The intersection satisfies the California Manual of Uniform Traffic Control Devices (CA MUTCD) peak-hour volume signal warrant.
Freeway Segments and Ramps
A development is said to create a deficiency at a study freeway segment if for either peak hour:
1. The level of service on the freeway segment degrades from an acceptable LOS E or better under existing conditions to an unacceptable LOS F under project conditions or,
2. The level of service on the freeway segment is an unacceptable LOS F under project conditions, and the number of project trips on that segment constitutes at least one percent (0.01) of capacity on that segment.
The VTA does not provide thresholds for acceptable freeway ramp operations; however, the City of Santa Clara considers ramps operating at less than their capacity (less than a volume capacity ratio of
1.00) to be acceptable. For the purpose of this study, the project is said to create a deficiency at a freeway ramp if its implementation:
1. Causes the volume-to-capacity (V/C) rati o of the freeway ramp to exceed 1.0; or
2. Increases the amount of traffic on a freeway ramp that is already exceeding its capacity by more than one percent (1%) of the ramp’s capacity.
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Report Organization
This report has a total of six chapters. Chapter 2 describes the existing roadway network, transit service, bicycle and pedestrian facilities, and intersection levels of service. Chapter 3 presents the intersection levels of service under background conditions with the addition of traffic from future development and planned transportation improvements anticipated to occur by the year 2030. Chapter 4 describes the method used to forecast 2030 traffic volumes with the proposed Greystar General Plan Amendment alone and with the buildout of the Freedom Circle Focus Area, the resulting intersection levels of service, and potential improvements recommended to address deficiencies identified under background plus project conditions. Chapter 5 presents the traffic conditions in the study area under cumulative conditions with the addition of traffic from future development and planned transportation improvements anticipated to occur by the year 2040. Cumulative conditions were evaluated without the project and with the full buildout of the Freedom Circle Focus Area, with and without Greystar. Chapter 6 presents the analysis of other transportation-related issues, including freeway segment analysis, freeway ramp analysis, vehicle queuing, signal warrants, internal vehicular circulation and site access, parking, and impacts on bicycle, pedestrian, and transit facilities.
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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 services, pedestrian and bicycle facilities, and traffic operations at the study intersections. It should be noted that existing conditions presented in this chapter reflect traffic volumes in 2018/2019, prior to the current pandemic.
Existing Roadway Network
Regional access to the project area is provided via US 101 and SR 237. These roads are described below.
US 101 is an eight-lane freeway with three mixed-flow lanes and one high-occupancy vehicle (HOV) lane in each direction in the vicinity of the site. It extends north through San Francisco and south through Gilroy. Regional access to the project site is provided via its interchanges with Great America Parkway and Lawrence Expressway.
SR 237 is a four-lane to six-lane freeway within the vicinity of the study area that extends west to El Camino Real and east to I-880 in Milpitas. East of Mathilda Avenue, SR 237 has two mixed-flow lanes and one HOV lane in each direction. West of Mathilda Avenue, SR 237 has two mixed-flow lanes in each direction. SR 237 provides access to the study area via its interchanges at Great America Parkway, San Tomas Expressway and Lawrence Expressway.
Major roadways serving the Focus Area include Lawrence Expressway, Montague Expressway, Great America Parkway, Bowers Avenue, Mission College Boulevard, and Tasman Drive. Local roads serving the Focus Area include Freedom Circle, Hichborn Drive, and Agnew Road.
Lawrence Expressway is a north-south, eight-lane expressway with a raised median and a posted speed limit of 50 mph. It begins at Saratoga Avenue in the south, crosses through Sunnyvale, and extends northward where it transitions into Caribbean Drive at SR 237. HOV lanes are present on Lawrence Expressway between Stevens Creek Boulevard and Arques Avenue. Lawrence Expressway connects with US 101 and SR 237 via full-access freeway interchanges. Lawrence Expressway includes sidewalks along both sides on most segments and crosswalks at signalized intersections.
There are no bike lanes on Lawrence Expressway, but bikes are allowed to ride on the shoulders. On- street parking is not permitted.
Montague Expressway is an east-west expressway that begins at US 101 and extends northeastward to Milpitas where it transitions into Landess Avenue at I-680. Full interchanges are located at I-680, I- 880, and US 101. Montague Expressway transitions to San Tomas Expressway at US 101. West of McCarthy Boulevard, Montague Expressway has carpool lanes (also known as high-occupancy vehicle Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 18
(HOV) lanes). The HOV lane designation is in effect in both directions of travel during both the AM and PM peak commute hours. During other times, the lane is open to all users.
Central Expressway is a six-lane east-west expressway that begins at De La Cruz Boulevard and extends westward to San Antonio Road where it transitions into Alma Street in Mountain View. East of San Tomas Expressway, Central Expressway has HOV lanes. It has a posted speed limit of 50 miles per hour (mph).
Great America Parkway is a north-south thoroughfare that begins at US 101 and extends northward to SR 237. Full interchanges are located at both US 101 and SR 237. Great America Parkway is primarily a six-lane roadway with a raised median and a posted speed limit of 40 mph. There is an additional northbound lane between US 101 and Tasman Drive. Bike lanes are present along both directions of the roadway and on-street parking is not permitted. There are sidewalks on both sides of the street for the whole length of the roadway. Great America Parkway serves the west boundary of the Freedom Circle Focus Area and provides direct access to and from the northern portion of the Focus Area (north of Mission College Boulevard) and indirect access to the southern portion of the Focus Area via its intersections with Mission College Boulevard and Hichborn Drive.
Bowers Avenue is a six-lane north-south street north of Kifer Road, and a four-lane street south of Kifer Road. It transitions from Great America Parkway north of US 101 and extends southerly to El Camino Real, where it transitions to Kiely Boulevard. Bowers Avenue has a speed limit of 35 mph. Bike lanes exist along most of Bowers Avenue except between Central Expressway and Kifer Road.
Tasman Drive is an east-west, two-lane to four-lane roadway with a posted speed limit of 40 mph in the project vicinity. Tasman Drive begins at Morse Avenue in the west and extends east past I-880 and transitions into Great Mall Parkway. The VTA Light Rail tracks are present in the middle of Tasman Drive east of Fair Oaks Avenue. Tasman Drive includes sidewalks along most segments and crosswalks at signalized intersections. Bike routes or lanes are provided, and on-street parking is prohibited within the project vicinity.
Mission College Boulevard to the west of Great America Parkway is a loop road circumnavigating Mission College and the Mercado Shopping Center. The eastern portion of Mission College Boulevard is a four-lane east-west thoroughfare, running between Great America Parkway and Montague Expressway. Mission College Boulevard runs through the Focus Area and provides direct access to and from the Focus Area.
Patrick Henry Drive is a two-lane roadway with center two-way left-turn lane that runs between Tasman Drive and Great America Parkway. The speed limit on Patrick Henry Drive is 25 mph. On- street parking is prohibited. Between Great America Parkway and Old Ironsides Drive, sidewalks are available on both sides of Patrick Henry Drive. West of Old Ironsides Drive, sidewalks are available on the west and south sides of the roadway and only a small section on the north side of the road. Patrick Henry Drive serves as the north boundary of the Freedom Circle Focus Area and provides direct access to and from the northernmost parcels within the Focus Area.
Freedom Circle is a two-lane semicircular loop road with center two-way left-turn lane that circumnavigates area south of Mission College Boulevard. In the west, Freedom Circle intersects with Mission College Boulevard approximately 1,500 feet east of Great America Parkway. It connects to Mission College Boulevard again approximately 0.2 mile to the east, directly opposite Agnew Road.
The speed limit on Freedom Circle is 25 mph. On-street parking is prohibited. Sidewalks are available on both sides of the roadway.
Hichborn Drive extends from Great America Parkway to Freedom Circle between the Marriott Hotel site and the Mission Towers office campus. The eastern portion of the street (east of the Mission Towers parking garage driveway) allows two-way traffic flow, while the western portion of the street is limited to one-way (eastbound) flow. Thus, the Great America/Hichborn intersection serves as an Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 19
inbound only access point for the Freedom Circle Focus Area. On-street parking is permitted on both sides of the street and a sidewalk is available along the south side of the street.
Agnew Road is a two-lane roadway that runs in east-west direction and extends from Mission College Boulevard to its intersection with Montague Expressway. Agnew Road runs along the east boundary of the Focus Area and provides direct access to the parcel at the northeast corner of the Focus Area.
West of Lafayette Street, the speed limit on Agnew Road is 25 mph. Between Lafayette Street and Montague Expressway, the speed limit on Agnew Road is 35 mph. Sidewalks are available on both sides of the roadway in the vicinity of the Focus Area.
Existing Pedestrian Facilities
Pedestrian facilities consist of sidewalks, crosswalks, and pedestrian signals at signalized intersections (Figure 3). In the project vicinity, sidewalks and separated pedestrian walkways are provided on the following roadways:
x Both sides of Patrick Henry Drive between Great America Parkway and Old Ironsides Drive x South and west sides of Patrick Henry Driv e between Old Ironsides Drive and Democracy Way x Both sides of Patrick Henry Drive between Democracy Way and Tasman Drive x North side of Patrick Henry Drive for a small section west of Old Ironsides Drive x Both sides of Mission College Boulevard
x One or both sides of the Mi ssion College Boulevard Loop (see Figure 3 for details) x Both sides of Great America Parkway
x Both sides of Tasman Drive
x Both sides of Freedom Circle
x South side of Hichborn Drive
x Both sides of Agnew Road
Crosswalks are provided at the following intersections in the immediate vicinity of the project site:
x Great America Parkway and Patrick Henry Drive
x Great America Parkway and Mission College Boulevard
x Mission College Boulevar d and Marriott driveway
x Mission College Boulevar d and Freedom Circle (W)
x Mission College Boulevard and Agnew Road/Freedom Circle I x Freedom Circle and Hichborn Drive
All of the crosswalks at the signalized study intersections include pedestrian signal heads and push buttons. However, the existing pedestrian transition at some intersections as shown on Figure 3 does not comply with Americans with Disabilities Act (ADA) guidelines.
Pedestrians are permitted to use the shared-use paths such as the San Tomas Aquino Creek Trail, which is immediately adjacent to the eastern edge of the Focus Area, as well as other trails described below.
Existing Bicycle Facilities
The bicycle facilities that exist in the project vicinity (see Figure 4) include multi-use trails/paths (Class I bikeway), striped bike lanes (Class II bikeway), and shared bike routes (Class III bikeway).
Tasman Dr
Great America Pkwy
Agnew Rd
Patrick Henry Dr
Freedom CirFreedom CirFreedom Cir
Old Ironsides DrOld Ironsides
Dr
Old Ironsides Dr
HichbornHichborn
DrDr
Hichborn
Dr
OldOld
GloryGlory
LnLn
Old
Glory
Ln
College BlvdColleg
e Blv
d
MissionMission
College Blvd
Mission
= City of Santa Clara
= Patrick Henry Drive Specific Plan Boundary
LEGEND
= Freedom Circle Focus Area Boundary
= Non-ADA Compliant Intersection
= Missing Sidewalk
= Multi-use Paths
= Existing Sidewalk
101
Freedom Circle Focus Area Plan TransportaƟon Analysis
Figure 3
Existing Pedestrian Facilities
Guadalupe River Trail
San Tomas Aquino
Creek Trail
Calabazas Creek Trail
Bay Trail
John W. Christian Trail
Lawrence
Caltrain
Station
Great America
Station
AmtrakACE
College BlvdCollege Blvd
MissionMission
N 1st StN 1st
St
N 1st StN 1st
St
Scott BlvdScott Blvd
Monroe StMonroe St
Elko DrElko Dr
College Blvd
Mission
N 1st St
N 1st St
Scott Blvd
Monroe St
Elko Dr
Freedom Circle Focus Area Plan TransportaƟon Analysis
Figure 4
Existing Bicycle Facilities
Lafayette St
Zanker Rd
Central Expy
LawrenceLawrenceExpyExpyLawrenceExpy
Kifer Rd
Bowers Ave
Montague Expy
Walsh Ave
Great America Pkwy
Lick Mill Blvd
Orchard Pkwy
Gold St
Moffett Park Dr
W Trimble Rd
Agnew Rd
Patrick Henry Dr
De La Cruz Blvd
Bowers AveBowers AveBowers Ave
FreedomFreedomCirCir
Freedom
Cir
OldOld
Ironsides DrIronsides Dr
Old
Ironsides Dr
HichbornHichborn
DrDr
Hichborn
Dr
OldOld
GloryGlory
LnLn
Old
Glory
Ln
JulietteJuliette
LnLn
Juliette
Ln
W Tasman Dr
Sandia Ave
River OaksRiver Oaks
PkwyPkwy
River Oaks
PkwyRio Robles
= City of Santa Clara
= Patrick Henry Drive Specific Plan Boundary
LEGEND
= Freedom Circle Focus Area Boundary
= Class III Bicycle Routes
= Class II Bicycle Lanes
= Class I Shared-Use Paths
237
101
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 22
Class I Trail or Path is an off-street path with exclusive right-of-way for non-motorized transportation used for commuting as well as recreation.
The San Tomas Aquino Creek trail extends from Sunnyvale Baylands Park, north of SR 237, southward to San Tomas Expressway, where it connects to a bike path along the west side of San Tomas Expressway north of Cabrillo Avenue and extends southward to Homestead Road. The trail runs along the eastern edge of the Freedom Circle Focus Area and connects to bike lanes on Great America Parkway, Tasman Drive and Mission College Boulevard.
The Calabazas Creek Trail connects Mountain View-Alviso Road to Mission College and passes near Levi’s Stadium. This trail can be accessed via Tasman Drive or Mission College Boulevard. A pedestrian/bike bridge connects the Calabazas Creek Trail with the John W. Christian Greenbelt near the northwestern corner of the Patrick Henry Drive Specific Plan Area.
The John W. Christian Greenbelt is a shared-use path that extends from the Calabazas Creek Trail westward into Sunnyvale to Blazingwood Drive near the Lawrence Expressway/Lakehaven Drive/Sandia Avenue intersection.
The Guadalupe River Trail is located approximately 2.0 miles east of the Focus Area. The northern segment of this trail begins at Gold Street in Alviso and connects to the SR 237 Bikeway. Continuing south, the trail passes beneath most roadways, including SR 237, US 101 and I-880 and connects to downtown San José. The trail can be accessed via the bike lanes on Tasman Drive, a pathway from Lick Mill Boulevard through Thamien Park, and from Montague Expressway.
The Baylands Park Trail is located north of the Focus Area and runs from the Baylands Park in Sunnyvale and tracks parallel to Hwy 237. It serves as the northern trailhead for some of the South Bay’s major north to south trails including the Calabazas Creek Trail, the San Tomas Aquino Creek Trail, and the Guadalupe River Trail.
Class II Bike Lanes are lanes on roadways designated for use by bicycles with special lane markings.
Within a one-mile radius of the project site, striped bike lanes are present along the following roadway segments:
x Great America Parkway, south of Great America Way (except for a small segment just north and south of Mission College Boulevard)
x Tasman Drive, east of Patrick Henry Drive and west of Calabazas Creek Trail x Mission College Boulevar d, from Montague Expressway to west of Great America Parkway at Marriott Driveway
x Mission College Boulevard Lo op south of the intersection at Mission College Blvd x Bowers Avenue, from Chromite Drive extending onto Great America Parkway x Lafayette Street, from Gold Street Connector to Agnew Road x Old Mountain View-Alviso/Lawrence Station Ro ad, from Elko Drive to Great America Parkway x Agnew Road, from San Tomas Aquino Creek Trail to Montague Expressway x Elko Drive, from Reamwood Avenue to Lawrence Expressway x Reamwood Avenue, from Tasman Drive to Elko Drive
x Scott Boulevard, from Monroe Street to Arques Avenue
x Lakeside Drive, from Scott Boulevard to Arques Avenue x Oakmead Parkway, from Central Ex pressway to Lawrence Expressway x Octavius Drive, from Scott Boulevard to Montgomery Drive x Hope Drive, from Lafayette Street to Lick Mill Boulevard x N. First Street, from Liberty Street to Charcot Avenue x River Oaks Parkway, from Guadalupe River Trail to Montague Expressway
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 23
Class III Bike Routes are streets designated for bike travel and shared with motor vehicles. Within a one-mile radius of the project site, bike routes are present along the following roadway segments:
x Great America Way, from Great Am erica Parkway to Lafayette Street
Bicycles are also permitted on Central Expressway, Lawrence Expressway, and Montague Expressway. However, due to high speeds and traffic volumes, the expressways are recommended for use only by bicyclists of intermediate to advanced skills.
Existing Transit Services
Existing transit services within the study area are provided by the VTA, the San Joaquin Regional Rail Commission (SJRRC), and the Capitol Corridor Joint Powers Authority. The following discussion of the project’s accessibility via transit is based on transit service as of March 2021 and reflects the temporary reductions in transit service that have been implemented in response to the COVID-19 pandemic. The VTA plans to return to the 15-minute headways on Routes 20 and 57 that were in use prior to the pandemic when ridership levels increase.
The VTA provides scheduled bus and light rail transit (LRT) routes through Santa Clara County. In the vicinity of the Freedom Circle Focus Area, VTA provides rapid and local bus services as well as LRT service. VTA bus service near the Freedom Circle Focus Area is provided along Tasman Drive, Great America Parkway, Lawrence Expressway, Mission College Boulevard, and Agnew Road with the closest VTA bus stops located on Great America Parkway and Mission College Boulevard. VTA LRT service includes the Mountain View-Alum Rock (Orange) LRT line and the Winchester-Old Ironsides (Green) LRT line, which run along Tasman Drive in the project vicinity. Old Ironsides and Great America Stations are the nearest LRT stops to the Freedom Circle Focus Area.
The SJRRC manages the Altamont Corridor Express (ACE) commuter rail service between the Central Valley and Silicon Valley with a shuttle that connects the Freedom Circle Focus Area to the Great America Transit Station. There are several bus stops served by ACE shuttles along Great America Parkway and Mission College Boulevard in the immediate vicinity of the Freedom Circle Focus Area.
The Capitol Corridor Joint Powers Authority also operates passenger train service operated by Amtrak between San José and Sacramento and the foothills of the Sierra Nevada with stops at the Great America Transit Station.
Although not within walking distance of the Freedom Circle Focus Area, commuters to the Focus Area also use Caltrain, which provides commuter rail service from San Francisco in the north through San Mateo County to Santa Clara County in the south. Commuters to the study area can access the Sunnyvale Caltrain Station, which is located approximately four miles from the Freedom Circle Focus Area, via VTA bus route 20. Although Caltrain shuttles that previously provided service to the Santa Clara (Lawrence) Caltrain Station have been suspended until further notice, Focus Area residents and workers can cycle to the Santa Clara (Lawrence) Caltrain Station approximately 2.5 miles away via the bike lanes on Great America Parkway/Bowers Avenue and Kifer Road.
Transit services within walking distance (½ mile) of the Focus Area are described below and illustrated on Figure 5.
Mountain View-Alum Rock (Orange) LRT line provides service with headways of 20 minutes during peak hours between Mountain View station and Alum Rock station.
Winchester-Old Ironsides (Green) LRT line provides service with headways of 20 minutes during peak hours between Winchester Station and Old Ironsides Station.
Freedom Circle Focus Area Plan TransportaƟon Analysis
Figure 5
Existing Transit Services
Tasman Dr
Laf
ayette St
Lawrence Expy
Great America Pkwy
Scott Blvd
Agnew Rd
Patrick Henry Dr
Lakes
ide Dr
Bassett St
Sandia Ave
Elko Dr
2nd St
Mission College Blvd
Cheeney St
Oakmead Pkwy
Old Ironsides Dr
Arques Ave
Wildwood Ave
Fairwood Ave
Lakeshore Dr
Thomas Rd
Moffett Park Dr
Laurelwood Rd
Socorro Ave
Hope Dr
Fuller St
Bowers Ave
Ju
liette Ln
Prescott Ave
Palamos Ave
Lick Mill Blvd
Reamwood Ave
Gianera St
Blazingwood Dr
Manzano Way
Davis St
Pecos Way
Hogan Dr
Wyatt
Dr
Torrance Ave
Fairway Glen Dr
Hammerwood Ave
Rio Linda
Bunker Hill Ln
Tannery Way
Betsy Ross Dr
Eisenhower Dr
Snead Dr
Garrett Dr
Burton Dr
Freedom Cir
Southbay Dr
Wilcox Ave
Old Mountain View Alviso Rd
Russell Ave
Alcalde St
Forgewood Ave
Lisa Ln
Norman Ave
Anvilwood Ave
Cll de Primavera
Democracy Way
Mercury Dr
Calle de Luna
Birchwood Dr
Enclave Dr
Centennial Blvd
Octavius Dr
Chestnut St
N 3rd St
Renaissance Dr
Feafel Dr
Lake Santa Clara Dr
Titan Way
Silva Pl
Lenox Pl
Stars & Stripes Dr
Ave de Las Flores
Midas Way
Ave de Carmen
Gillmor St
Archer St
Blange Way
Che
eney
St
Davis St
Mission College Blvd
Tasman Dr
Central Expy
59 59
55 Great America
Station
AmtrakACE
Santa Clara
San
Jose
Sunnyvale
= Patrick Henry Drive Specific Plan Boundary
LEGEND
= Freedom Circle Focus Area Boundary
= VTA Local Bus Route
= ACE Yellow Shuttle
= VTA Frequent Bus Route
= ACE/Amtrak Station
= Bus Stop in Project Vicinity= Light Rail: Winchester - Old Ironsides = Light Rail: Mountain View - Alum Rock
20 59
20 57
55 237
101
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 25
VTA Route 20 is a local route, which provides service with headways of 30 minutes during peak hours and 60 minutes during non-peak hours between Milpitas BART station and Sunnyvale Transit Center via Agnew Road and Mission College Boulevard near the project site.
VTA Route 55 is a local route, which provides service with headways of 30 minutes between Old Ironsides Station and De Anza College via Tasman Drive and Lawrence Expressway near the project site.
VTA Route 57 is a rapid route, which provides service with headways of 20 minutes between Old Ironsides Station and West Valley College via Great America Parkway near the project site.
VTA Route 59 is a local route, which provides service with headways of 30 minutes between Valley Fair and Baypointe station via Mission College Boulevard and Great America Parkway near the project site.
Existing Lane Configurations and Traffic Volumes
The existing lane configurations at the study intersections were obtained from field observations (see Figure 6).
Existing traffic volumes were obtained from new turning movement counts collected in May 2019, between 7:00 and 9:00 AM and between 4:00 and 6:00 PM, and previously completed traffic studies.
PM peak-hour counts for CMP intersections were obtained from the latest available CMP database for the 2018 CMP Annual Monitoring Report. Traffic counts for PM peak hours at Great America Parkway and Patrick Henry Drive from 2018/2019 are lower than 2016 counts. Thus, 2020 traffic volumes were estimated by applying a 2 percent annual growth factor to 2016 PM counts at this intersection. Traffic counts from 2018/2019 are not available for Lafayette Street and Calle De Luna. Thus, 2020 traffic volumes were estimated by applying a 2 percent annual growth factor to 2014 counts. Similarly, 2020 traffic volumes at the Lawrence Expressway intersections at Homestead Road and at Pruneridge Avenue were estimated by applying a 2 percent annual growth factor to 2017 counts. The existing peak-hour intersection volumes are shown on Figure 7. The intersection turning-movement counts conducted for this analysis are presented in Appendix B.
Existing Intersection Levels of Service
The results of the intersection level of service analysis show that most of the study intersections currently are operating at acceptable levels of service (see Table 4). The following intersections operate below the level of service standard:
x 44. De la Cruz Boulevard and Ce ntral Expressway (AM peak hour) x 47. N. 1 st Street and Montague Expressway (AM and PM peak hours) x 50. McCarthy Boulevard/O’Toole Avenue and Montague Expressway (PM peak hour) x 51. Lawrence Expressway and Kifer Road (PM peak hour) x 52. Lawrence Expressway and Reed Av enue/Monroe Street (AM peak hour)
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 32
Table 4
Existing Intersection Levels of Service
LOS Peak Count Avg
# Intersection Jurisdiction Standard Hour Date Delay LOS 1 Lawrence Expressway and Tasman Drive SCC E AM 05/17/18 42.0 D (CMP) E PM 11/08/18 55.1 E
2 Lawrence Expwy and Sandia Av/Lakehaven Dr SCC E AM 05/17/18 63.4 E E PM 05/17/18 58.3 E
3 Lawrence Expressway and US 101 NB Ramps SCC E AM 05/17/18 10.0 B E PM 05/17/18 13.8 B
4 Lawrence Expressway and US 101 SB Ramps SCC E AM 05/17/18 6.6 A E PM 05/17/18 71.5 E
5 Lawrence Expressway and E. Arques Ave. SCC E AM 05/16/19 37.7 D (CMP) E PM 11/13/18 71.6 E
6 Patrick Henry Drive and Tasman Drive SC D AM 05/10/18 17.2 B D PM 05/10/18 17.7 B
7 Old Ironsides Drive and Tasman Drive SC D AM 05/10/18 6.4 A D PM 05/10/18 15.9 B
8 Old Ironsides Drive and Old Glory Lane SC D AM 05/10/18 3.6 A (Unsignalized) D PM 05/10/18 3.5 A
9 Old Ironsides Drive and Patrick Henry Drive SC D AM 05/10/18 0.8 A (Unsignalized) D PM 05/10/18 3.9 A
10 Great America Parkway and SR 237 WB Ramps SJ D AM 05/10/18 15.7 B (CMP) D PM 11/01/18 19.0 B
11 Great America Parkway and SR 237 EB Ramps SJ D AM 05/10/18 13.4 B (CMP) D PM 11/01/18 14.5 B
12 Great America Parkway and Great America Way SC D AM 05/10/18 23.6 C D PM 05/10/18 16.9 B
13 Great America Pkwy and Old Mt View-Alviso Rd SC D AM 05/10/18 19.4 B D PM 05/10/18 44.4 D
14 Great America Parkway and Bunker Hill Lane SC D AM 05/10/18 16.9 B D PM 05/10/18 29.8 C
15 Great America Parkway and Tasman Drive SC E AM 03/07/18 42.0 D (CMP) E PM 11/15/18 28.4 C
16 Great America Parkway and Old Glory Lane SC D AM 05/10/18 10.7 B D PM 05/10/18 16.9 B
17 Great America Parkway and Patrick Henry Drive SC D AM 05/16/19 29.6 C D PM 01/01/20 1 53.6 D
18 Great America Pkwy and Mission College Blvd SC E AM 03/07/18 44.8 D (CMP) E PM 11/15/18 42.6 D
19 Great America Pkwy and US 101 NB Off Ramp SC E AM 05/16/19 11.6 B (CMP) E PM 11/15/18 10.0 A
20 Bowers Avenue and US 101 SB Off Ramp SC E AM 05/16/19 13.2 B (CMP) E PM 11/15/18 7.6 A
21 Bowers Avenue and Augustine Drive SC D AM 05/10/18 21.3 C D PM 05/10/18 33.2 C
22 Bowers Avenue and Scott Boulevard SC E AM 05/16/19 40.5 D (CMP) E PM 11/15/18 33.5 C
23 Bowers Avenue and Central Expressway SCC E AM 05/16/19 56.2 E (CMP) E PM 11/13/18 53.8 D
24 Bowers Avenue and Kifer Road/Walsh Avenue SC D AM 05/16/19 31.2 C D PM 03/07/18 28.6 C
25 Mission College Loop and Mission College Blvd SC D AM 05/16/19 12.0 B D PM 05/16/19 25.6 C
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Table 4 (Continued)
Existing Intersection Levels of Service
LOS Peak Count Avg
# Intersection Jurisdiction Standard Hour Date Delay LOS 26 Marriott Dwy and Mission College Blvd SC D AM 05/16/19 13.0 B D PM 05/16/19 12.9 B
27 Freedom Circle W and Mission College Blvd SC D AM 05/24/18 12.3 B D PM 05/24/18 26.2 C
28 Agnew/Freedom Circle E & Mission College Blvd SC D AM 05/24/18 30.0 C D PM 05/24/18 31.8 C
29 Great America employee entrance and Agnew Rd SC D AM 05/16/19 3.9 A D PM 05/16/19 5.2 A
30 Juliette Lane and Mission College Boulevard SC D AM 05/24/18 19.8 B D PM 05/24/18 30.6 C
31 Burton Drive and Mission College Boulevard SC D AM 05/24/18 20.6 C D PM 05/24/18 19.1 B
32 Mission College Blvd and Montague Expwy SCC E AM 04/09/19 65.8 E (CMP) E PM 11/08/18 52.4 D
33 San Tomas Expressway and Scott Boulevard SCC E AM 05/16/19 30.8 C (CMP) E PM 11/13/18 50.7 D
34 San Tomas Expressway and Monroe Street SCC E AM 04/09/19 39.5 D (CMP) E PM 11/08/18 38.5 D
35 San Tomas Expressway and El Camino Real SCC E AM 04/09/19 72.6 E (CMP) E PM 11/08/18 71.3 E
36 Convention Center and Tasman Drive SC D AM 05/16/19 14.4 B D PM 05/16/19 14.8 B
37 Centennial Boulevard and Tasman Drive SC D AM 05/16/19 14.8 B D PM 05/16/19 17.5 B
38 Calle Del Sol and Tasman Drive SC D AM 05/10/18 14.6 B D PM 05/10/18 18.3 B
39 Lick Mill Boulevard and Tasman Drive SC D AM 05/10/18 27.5 C D PM 05/10/18 24.8 C
40 Lafayette Street and Calle De Luna SC D AM 01/01/20 2 13.1 B D PM 01/01/20 2 19.3 B
41 Lafayette Street and Agnew Road SC D AM 05/10/18 27.9 C D PM 05/10/18 29.9 C
42 Scott Boulevard and Central Expressway SCC E AM 05/16/19 41.8 D (CMP) E PM 11/13/18 64.9 E
43 Lafayette Street and Central Expressway SCC E AM 04/09/19 52.4 D (CMP) E PM 11/13/18 53.3 D
44 De la Cruz Boulevard and Central Expressway SCC E AM 04/09/19 96.8 F (CMP) E PM 11/13/18 32.8 C
45 Agnew Rd/De La Cruz Blvd and Montague Expwy SCC E AM 05/16/19 52.3 D (CMP) E PM 11/08/18 48.1 D
46 Lick Mill Boulevard and Montague Expressway SCC E AM 05/10/18 38.7 D E PM 05/10/18 28.4 C
47 N. 1st Street and Montague Expressway SCC D AM 05/10/18 87.3 F (CMP) D PM 11/08/18 69.9 E
48 Zanker Road and Montague Expressway SCC D AM 05/10/18 50.2 D (CMP) D PM 11/08/18 50.5 D
49 Trimble Road and Montague Expressway SCC D AM 05/10/18 36.3 D (CMP) D PM 11/08/18 46.7 D
50 McCarthy Blvd/O'Toole Av and Montague Expwy SCC D AM 05/10/18 41.8 D (CMP) D PM 11/08/18 82.3 F
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 34
Table 4 (Continued)
Existing Intersection Levels of Service
LOS Peak Count Avg
# Intersection Jurisdiction Standard Hour Date Delay LOS 51 Lawrence Expressway and Kifer Road SCC E AM 03/07/18 54.8 D E PM 03/07/18 97.6 F
52 Lawrence Expressway and Reed Ave/Monroe St SCC E AM 03/07/18 114.8 F (CMP) E PM 11/13/18 61.8 E
53 Lawrence Expressway and Homestead Road SCC E AM 01/01/20 3 61.8 E (CMP) E PM 11/15/18 65.4 E
54 Lawrence Expressway and Pruneridge Avenue SCC E AM 01/01/20 3 74.5 E E PM 01/01/20 3 47.4 D
55 Bowers Avenue and Monroe Street SC D AM 10/30/19 31.7 C D PM 10/30/19 33.9 C
56 Bowers Ave/Kiely Boulevard and El Camino Real SC E AM 10/30/19 28.9 C (CMP) E PM 11/15/18 30.4 C
57 Kiely Boulevard and Benton Street SC D AM 05/16/19 34.0 C D PM 05/10/18 37.9 D
58 Kiely Boulevard and Homestead Road SC D AM 05/16/19 37.3 D D PM 05/10/18 41.6 D
Notes:
SCC = Santa Clara County, SC = Santa Clara, SJ = San Jose, SV = Sunnyvale Bold indicates a substandard level of service.
1. Traffic counts from 2018/2019 are lower than 2016 counts. Thus, 2020 traffic volumes were estimated by applying a 2% annual growth factor to 2016 counts.
3. Traffic counts from 2018/2019 are not available. Thus, 2020 traffic volumes were estimated by applying a 2% annual growth fa ctor to 2017 counts.
2. Traffic counts from 2018/2019 are not available. Thus, 2020 traffic volumes were estimated by applying a 2% annual growth fa ctor to 2014 counts.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 35
3. Background Conditions
Background conditions reflect Year 2030 traffic conditions without the land use development envisioned under the proposed Greystar General Plan Amendment or the proposed Freedom Circle Focus Area Plan. This chapter describes background improvements assumed in the Year 2030 transportation network, the procedure used to forecast background traffic volumes, and the resulting traffic conditions.
Roadway Network Under Background Conditions
The Year 2030 forecasts produced using the CSC model reflect planned transportation improvements anticipated to occur by the Year 2030. Most notable is the planned BART extension into Silicon Valley.
The base year (2018) CSC model reflects BART service that terminated at the Warm Springs/South Fremont Station. In June 2020, BART service commenced on the Phase I extension from Warm Springs to Milpitas and Berryessa/North San José. The Phase II BART extension into downtown San José and Santa Clara is assumed to be complete by 2030.
VTA light rail service also was modified at the end of 2019. While the base year (2018) model assumed that LRT service between Old Ironsides Station and Milpitas would require a transfer, the 2030 model reflects the current LRT lines. The Orange Line now offers direct LRT service with 20-minute headways from the Old Ironsides Station to the Milpitas BART station as well as to the Moffett Park business park in Sunnyvale, Mountain View, and the Alum Rock area of San José. Furthermore, the Green Line now provides direct LRT service with 20-minute headways from the Old Ironsides Station to downtown San José and Campbell. LRT service between the Old Ironsides Station and South San José would require a transfer to the Blue Line.
In addition, the 2030 model assumes the existing carpool (HOV) lanes on US 101 will be converted to express lanes. Carpools with three or more occupants will be permitted to use the express lane free of charge, while vehicles with two or fewer occupants must pay a fee to access the express lane.
The transportation network under background conditions is assumed to include the following improvements at study intersections. The intersection improvements are planned CIP projects or improvements that will be fully funded by the Tasman East Specific Plan, City Place Phases 1, 2, and 3 developments, or the approved data center at 2305 Mission College. Figure 8 shows the lane configurations at the study intersections under background conditions.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 39
10. Great America Parkway and SR 237 Westbound Ramps: restripe the southbound approach as one through/right-turn lane and one right-turn lane, add a second westbound right- turn lane and a third westbound left-turn lane and associated receiving lane under underpass.
11. Great America Parkway and SR 237 Eastbound Ramps: add a third southbound through lane and a second eastbound right-turn lane.
12. Great America Parkway and Great America Way: add a second westbound right-turn lane with an overlap phase and a second southbound left-turn lane.
13. Great America Parkway and Old Mountain View-Alviso Road: add a second eastbound left-turn lane.
15. Great America Parkway and Tasman Drive: add a southbound right-turn lane and a third westbound left-turn lane.
18. Great America Parkway and Mission College Boulevard: add a third northbound left-turn lane, a third westbound left-turn lane, a second eastbound left-turn lane, and a westbound right- turn pocket.
30. Juliette Lane and Mission College Boulevard: remove the north leg (i.e., southbound movements), the northbound through lane and the eastbound left-turn lane.
31. Burton Drive and Mission College Boulevard: restripe the northbound through/right-turn lane as a right-turn only lane.
39. Lick Mill Boulevard and Tasman Drive: reconfigure northbound and southbound approaches to include two left-turn lanes, one through lane, and one right-turn lane; change the northbound/southbound phasing from split to protected phasing; add a second westbound left- turn lane.
40. Lafayette Street and Calle De Luna: restripe the westbound approach to include one left- turn lane and one right-turn lane.
44. De la Cruz Boulevard and Central Expressway: add a third southbound through lane and a second southbound right-turn lane; add a second eastbound right-turn lane; add a third northbound left-turn lane and remove one northbound through lane.
45. Agnew Road/De La Cruz Boulevard and Montague Expressway: add a second northbound left-turn lane.
49. Trimble Road and Montague Expressway: construction of a flyover to serve westbound left turn traffic from Montague Expressway to southbound Trimble Road.
53. Lawrence Expressway and Homestead Road: add a third eastbound through lane and a third westbound through lane.
Background Traffic Volumes
Background traffic volumes were developed using the CSC travel demand forecasting model. In most locations, the model reflects anticipated growth according to ABAG 2030 land use projections. In the vicinity of the Focus Area, the model assumes completion of City Place Phases 1-3 and buildout of the Tasman East Specific Plan. For consistency, the trip estimates reported in the EIR for each of these developments was hard coded into the model. The proposed Kylli development is not assumed in 2030.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 40
While the ABAG land use data do not reflect any growth in enrollment at Mission College from 2018 to 2030, the forecasts were modified to reflect a five percent increase in enrollment by the Year 2030 based on historic data obtained from the California Community Colleges Chancellor’s Office.3 Figure 9 shows the traffic volumes at the study intersections under background conditions.
Background (Year 2030) land uses within the Freedom Circle Focus Area assume the existing Marriott Hotel with 750 rooms is unchanged and a modest increase (approximately seven percent) in the size of other land uses based on ABAG land use forecasts. Overall, employment within the Focus Area under Background (Year 2030) No Project conditions is expected to be approximately six percent greater than under existing (Year 2018) conditions. The trip generation estimates for the Freedom Circle Focus Area under Background (2030) conditions account for trip reductions for transit use. Table 5 presents the CSC model trip estimates for the background no project conditions within the Focus Area.
Table 5
Trip Generation Estimates for the Freedom Circle Focus Area – Background (2030) Conditions
Background Intersection Levels of Service
The results of the intersection level of service analysis show that the following 16 study intersections would operate at an unacceptable level of service (LOS E or worse for any San José intersection and locally controlled Santa Clara and Sunnyvale intersections and LOS F for CMP and expressway intersections in Santa Clara and Sunnyvale) during at least one peak hour under background conditions (see Table 6).
4. Lawrence Expressway and US101 Southbound Ramps (PM peak hour)
5. Lawrence Expressway and E. Arques Avenue (PM peak hour)
17. Great America Parkway and Patrick Henry Drive (PM peak hour)
23. Bowers Avenue and Central Expressway (AM and PM peak hours)
32. Mission College Boulevard and Montague Expressway (AM peak hour)
35. San Tomas Expressway and El Camino Real (AM peak hour)
42. Scott Street and Central Expressway (PM peak hour)
44. De La Cruz Boulevard and Central Expressway (AM peak hour)
45. Agnew Road/De La Cruz Boulevard and Montague Expressway (AM and PM peak hours)
47. N. 1
st Street and Montague Expressway (AM and PM peak hours)
48. Zanker Road and Montague Expressway (AM and PM Peak hours)
49. Trimble Rd and Montague Expressway (PM peak hour)
50. McCarthy Boulevard/O’Toole Avenue and Montague Expressway (AM and PM peak hours)
3 https://datamart.cccco.edu/Students/Enrollment_Status.aspx Mode Mode Mode
Rate Trips Share Rate In Out Total Share Rate In Out Total Share Total Project Trips1
Employment2 6,119 jobs 2.95 18,070 100.0% 0.25 1,285 269 1,554 100.0% 0.32 560 1,414 1,974 100.0% Less External Public Transit Trips (705) 3.9% (50) (11) (61) 3.9% (20) (51) (71) 3.6% External Vehicle Trips 17,365 96.1% 1,235 258 1,493 96.1% 540 1,363 1,903 96.4% Daily AM Peak Hour PM Peak Hour
Vehicle Trips Vehicle Trips
2 Year 2030 land uses include the Marriott Hotel (750 rooms) and approximately 2,514,000 s.f. of other uses including a mix of office, research & development, and restaurant (which reflect a 7% growth above existing conditions based on ABAG land use forecasts). 1 For comparison purposes, project trip estimates listed above do not include external bike/walk trips forecast by the CSC model since ITE trip rates reflect only vehicle trips.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 44
Table 6
Background Intersection Levels of Service
Existing
LOS Peak A vg A vg
# Intersection Jurisdiction Standard Hour Delay LOS Delay LOS 1 Lawrence Expressway and Tasman Drive SCC E AM 42.0 D 47.6 D (CMP) E PM 55.1 E 64.5 E
2 Lawrence Expwy and Sandia Av/Lakehaven Dr SCC E AM 63.4 E 64.3 E E PM 58.3 E 62.5 E
3 Lawrence Expressway and US 101 NB Ramps SCC E AM 10.0 B 11.6 B E PM 13.8 B 19.7 B
4 Lawrence Expressway and US 101 SB Ramps SCC E AM 6.6 A 7.2 A E PM 71.5 E 109.4 F
5 Lawrence Expressway and E. Arques Ave. SCC E AM 37.7 D 39.9 D (CMP) E PM 71.6 E 81.2 F
6 Patrick Henry Drive and Tasman Drive SC D AM 17.2 B 16.2 B D PM 17.7 B 18.0 B
7 Old Ironsides Drive and Tasman Drive SC D AM 6.4 A 5.5 A D PM 15.9 B 10.9 B
8 Old Ironsides Drive and Old Glory Lane SC D AM 3.6 A 3.9 A (Unsignalized) D PM 3.5 A 3.6 A
9 Old Ironsides Drive and Patrick Henry Drive SC D AM 0.8 A 0.9 A (Unsignalized) D PM 3.9 A 4.4 A
10 Great America Parkway and SR 237 WB Ramps SJ D AM 15.7 B 13.1 B (CMP) D PM 19.0 B 18.8 B
11 Great America Parkway and SR 237 EB Ramps SJ D AM 13.4 B 10.7 B (CMP) D PM 14.5 B 13.2 B
12 Great America Parkway and Great America Way SC D AM 23.6 C 22.1 C D PM 16.9 B 17.3 B
13 Great America Pkwy and Old Mt View-Alviso Rd SC D AM 19.4 B 22.2 C D PM 44.4 D 42.5 D
14 Great America Parkway and Bunker Hill Lane SC D AM 16.9 B 13.3 B D PM 29.8 C 29.5 C
15 Great America Parkway and Tasman Drive SC E AM 42.0 D 44.5 D (CMP) E PM 28.4 C 33.1 C
16 Great America Parkway and Old Glory Lane SC D AM 10.7 B 10.5 B D PM 16.9 B 13.3 B
17 Great America Parkway and Patrick Henry Drive SC D AM 29.6 C 27.4 C D PM 53.6 D 66.5 E
18 Great America Pkwy and Mission College Blvd SC E AM 44.8 D 36.9 D (CMP) E PM 42.6 D 40.4 D
19 Great America Pkwy and US 101 NB Off Ramp SC E AM 11.6 B 11.4 B (CMP) E PM 10.0 A 9.6 A
20 Bowers Avenue and US 101 SB Off Ramp SC E AM 13.2 B 11.9 B (CMP) E PM 7.6 A 10.9 B
21 Bowers Avenue and Augustine Drive SC D AM 21.3 C 26.0 C D PM 33.2 C 36.4 D
22 Bowers Avenue and Scott Boulevard SC E AM 40.5 D 49.6 D E PM 33.5 C 37.1 D
23 Bowers Avenue and Central Expressway SCC E AM 56.2 E 89.0 F E PM 53.8 D 103.6 F
24 Bowers Avenue and Kifer Road/Walsh Avenue SC D AM 31.2 C 36.0 D D PM 28.6 C 30.4 C
25 Mission College Loop and Mission College Blvd SC D AM 12.0 B 12.1 B D PM 25.6 C 25.2 C
Background (2030)
No Project
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 45
Table 6 (Continued)
Background Intersection Levels of Service
Existing
LOS Peak Avg Avg
# Intersection Jurisdiction Standard Hour Delay LOS Delay LOS 26 Marriott Dwy and Mission College Blvd SC D AM 13.0 B 11.8 B D PM 12.9 B 12.0 B
27 Freedom Circle W and Mission College Blvd SC D AM 12.3 B 11.0 B D PM 26.2 C 25.9 C
28 Agnew/Freedom Circle E & Mission College Blvd SC D AM 30.0 C 31.1 C D PM 31.8 C 31.5 C
29 Great America employee entrance and Agnew Rd SC D AM 3.9 A 3.6 A D PM 5.2 A 5.1 A
30 Juliette Lane and Mission College Boulevard SC D AM 19.8 B 13.5 B D PM 30.6 C 22.6 C
31 Burton Drive and Mission College Boulevard SC D AM 20.6 C 20.5 C D PM 19.1 B 18.8 B
32 Mission College Blvd and Montague Expwy SCC E AM 65.8 E 98.3 F (CMP) E PM 52.4 D 72.7 E
33 San Tomas Expressway and Scott Boulevard SCC E AM 30.8 C 79.0 E (CMP) E PM 50.7 D 56.7 E
34 San Tomas Expressway and Monroe Street SCC E AM 39.5 D 43.2 D (CMP) E PM 38.5 D 45.8 D
35 San Tomas Expressway and El Camino Real SCC E AM 72.6 E 85.5 F (CMP) E PM 71.3 E 74.5 E
36 Convention Center and Tasman Drive SC D AM 14.4 B 14.8 B D PM 14.8 B 15.5 B
37 Centennial Boulevard and Tasman Drive SC D AM 14.8 B 25.5 C D PM 17.5 B 27.3 C
38 Calle Del Sol and Tasman Drive SC D AM 14.6 B 21.8 C D PM 18.3 B 23.3 C
39 Lick Mill Boulevard and Tasman Drive SC D AM 27.5 C 41.3 D D PM 24.8 C 41.2 D
40 Lafayette Street and Calle De Luna SC D AM 13.1 B 23.2 C D PM 19.3 B 36.9 D
41 Lafayette Street and Agnew Road SC D AM 27.9 C 29.3 C D PM 29.9 C 51.0 D
42 Scott Boulevard and Central Expressway SCC E AM 41.8 D 67.6 E (CMP) E PM 64.9 E 109.5 F
43 Lafayette Street and Central Expressway SCC E AM 52.4 D 75.2 E (CMP) E PM 53.3 D 62.6 E
44 De la Cruz Boulevard and Central Expressway SCC E AM 96.8 F 107.2 F (CMP) E PM 32.8 C 70.3 E
45 Agnew Rd/De La Cruz Blvd and Montague Expwy SCC E AM 52.3 D 94.4 F (CMP) E PM 48.1 D 106.0 F
46 Lick Mill Boulevard and Montague Expressway SCC E AM 38.7 D 56.1 E E PM 28.4 C 52.1 D
47 N. 1st Street and Montague Expressway SCC D AM 87.3 F 132.6 F (CMP) D PM 69.9 E 121.4 F
48 Zanker Road and Montague Expressway SCC D AM 50.2 D 57.5 E (CMP) D PM 50.5 D 79.2 E
49 Trimble Road and Montague Expressway SCC D AM 36.3 D 36.5 D (CMP) D PM 46.7 D 105.7 F
50 McCarthy Blvd/O'Toole Av and Montague Expwy SCC D AM 41.8 D 75.9 E (CMP) D PM 82.3 F 134.0 F
Background (2030)
No Project
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Table 6 (Continued)
Background Intersection Levels of Service
51. Lawrence Expressway and Kifer Road (AM and PM peak hours)
52. Lawrence Expressway and Monroe Street (AM peak hour)
58. Kiely Boulevard and Homestead Road (PM peak hour)
All other study intersections would operate at acceptable levels during both the AM and PM peak hours of traffic. The intersection levels of service calculation sheets are included in Appendix B.
Existing
LOS Peak Avg Avg
# Intersection Jurisdiction Standard Hour Delay LOS Delay LOS 51 Lawrence Expressway and Kifer Road SCC E AM 54.8 D 102.3 F E PM 97.6 F 181.3 F
52 Lawrence Expressway and Reed Ave/Monroe St SCC E AM 114.8 F 124.3 F (CMP) E PM 61.8 E 71.1 E
53 Lawrence Expressway and Homestead Road SCC E AM 61.8 E 51.7 D (CMP) E PM 65.4 E 69.4 E
54 Lawrence Expressway and Pruneridge Avenue SCC E AM 74.5 E 79.6 E E PM 47.4 D 62.6 E
55 Bowers Avenue and Monroe Street SC D AM 31.7 C 33.4 C D PM 33.9 C 40.7 D
56 Bowers Ave/Kiely Boulevard and El Camino Real SC E AM 28.9 C 28.9 C (CMP) E PM 30.4 C 31.8 C
57 Kiely Boulevard and Benton Street SC D AM 34.0 C 37.2 D D PM 37.9 D 46.1 D
58 Kiely Boulevard and Homestead Road SC D AM 37.3 D 38.6 D D PM 41.6 D 57.9 E
Notes:
SCC = Santa Clara County, SC = Santa Clara, SJ = San Jose, SV = Sunnyvale Bold indicates a substandard level of service.
Background (2030)
No Project
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4. Background Plus Project Conditions
This chapter describes background plus project traffic conditions. Background plus project conditions were evaluated relative to background conditions in order to determine potential project impacts. This chapter analyzes the proposed Greystar development by itself as well as the full buildout of the Freedom Circle Focus Area, which includes the proposed Greystar development along with additional residential and office development on other sites within the Focus Area.
Roadway Network Under Background Plus Project Conditions The roadway network under background plus project conditions would be the same as the background roadway network as described in Chapter 3 at all study intersections.
Project Trip Estimates
The magnitude of traffic produced by a new development and the locations where that traffic would appear were 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
Vehicle trips generated by development of the Greystar General Plan Amendment and buildout of the Freedom Circle Focus Area were estimated using the trip rates for a general Urban/Suburban area published in the Institute of Transportation Engineers’ (ITE) Trip Generation Manual, 10th Edition (2017). For residential land uses, trips rates for “Multi-family Housing Mid-Rise” (Land Use 221) were used. As defined by the ITE, “mid-rise” multifamily housing are buildings that have between 3 and 10 floors. ITE trip rates for “General Office Building” (Land Use 710) were used for office uses, “Shopping Center” (Land Use 820) trip rates were used for retail uses, and “Hotel” (Land Use 310) trip rates were used for the existing Marriott hotel.
The Greystar site is currently vacant. The proposed Greystar development would construct 1,100 dwelling units and 2,000 square feet of retail space. As shown in Table 7, development of the Greystar project is estimated to generate 6,060 gross daily vehicle trips, 398 (104 inbound and 294 outbound) gross AM peak hour trips, and 492 (299 inbound and 193 outbound) gross PM peak hour trips.
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Buildout of the Freedom Circle Focus Area including the Greystar development would result in a total of 3,600 dwelling units, 5,369,000 square feet office space4, 2,000 square feet retail space, and 750 hotel rooms within the Focus Area. As shown in Table 8, buildout of the Freedom Circle Focus Area is estimated to generate 78,224 gross daily trips, 7,879 (5,902 inbound and 1,977 outbound) gross AM peak hour trips, and 8,216 (2,188 inbound and 6,028 outbound) gross PM peak hour trips.
Table 7
Project Trip Generation Estimates (Year 2030) – Greystar
Table 8
Project Trip Generation Estimates (Year 2030) – Focus Area Buildout
Since the Freedom Circle Focus Area would include a mix of land uses, a portion of the trips generated by Focus Area developments will both begin and end within the Focus Area, also known as internal trips. Some trips to and from the Focus Area will also occur using alternative modes of travel like public transit. The Year 2030 CSC travel demand forecasting model was used to estimate trip reductions for internalization and transit usage under background conditions. Because the proposed Greystar project would be comprised primarily of residential uses with only a very small amount of retail space, internal trips within the Greystar site are estimated to comprise no more than 0.5 percent of all trips. With full
4 Size of existing developments (2,349,000 s.f.) plus ABAG projected growth (302,000 s.f.) plus previously approved developments (718,000 s.f.) plus additional development permitted under the Focus Area Plan (2,000,000 s.f.).
Land Use Rate Trips
Mode
Share Rate In Out Total
Mode
Share Rate In Out Total
Mode
Share
Multifamily Housing (Mid-Rise) 1,100 Dwelling Units 5.44 5,984 0.36 103 293 396 0.44 295 189 484 Retail 2,000 Square Feet 37.75 76 0.94 1 1 2 3.81 4 4 8 Total Proposed Project Trips 6,060 100.0% 104 294 398 100.0% 299 193 492 100.0% Less Internal Trips (28) 0.5% (1) (1) (2) 0.5% (1) (1) (2) 0.3% Less External Public Transit Trips (295) 4.9% (5) (16) (21) 5.3% (13) (9) (22) 4.5% Less Retail Passby Trips (15) 0.2% 000 0.0% (1) (1) (2) 0.4% External Vehicle Trips 5,722 94.4% 98 277 375 94.2% 284 182 466 94.7% Source: Trip rates from ITE Trip Generation Manual, 10th Edition, 2017. Internal and transit trip reductions derived from CSC travel demand model.
AM Peak Hour PM Peak Hour
Daily Trips Trips
Size
Land Use Rate Trips
Mode
Share Rate In Out Total
Mode
Share Rate In Out Total
Mode
Share
Multifamily Housing (Mid-Rise) 3,600 Dwelling Units 5.44 19,584 0.36 337 959 1,296 0.44 966 618 1,584 Total Residential Trips 3,600 Dwelling Units 5.44 19,584 0.36 337 959 1,296 0.44 966 618 1,584 General Office Building 5,369,000 Square Feet 9.740 52,294 1.16 5,356 872 6,228 1.15 988 5,186 6,174 Retail 2,000 Square Feet 37.75 76 0.94 1 1 2 3.81 4 4 8 Hotel 750 Rooms 8.36 6,270 0.47 208 145 353 0.60 230 220 450 Total Employment Trips 5,371,000 Square Feet 58,640 5,565 1,018 6,583 1,222 5,410 6,632 Total Proposed Project Trips 78,224 100.0% 5,902 1,977 7,879 100.0% 2,188 6,028 8,216 100.0% Less Internal Trips (3,088) 3.9% (68) (68) (136) 1.7% (134) (134) (268) 3.3% Less External Public Transit Trips (5,044) 6.4% (435) (176) (611) 7.8% (150) (369) (519) 6.3% Less Retail Passby Trips (17) 0.0% 00 0 0.0% (1) (1) (2) 0.0% External Vehicle Trips 70,075 89.6% 5,399 1,733 7,132 90.5% 1,903 5,524 7,427 90.4% Source: Trip rates from ITE Trip Generation Manual, 10th Edition, 2017. Internal and transit trip reductions derived from CSC travel demand model.
Size
AM Peak Hour PM Peak Hour
Daily Trips Trips
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 49
buildout of the Freedom Circle Focus Area, the CSC model estimates that approximately 3.9 percent of the daily trips, 1.7 percent of the AM peak hour trips, and 3.3 percent of the PM peak hour trips would be internal within the Focus Area. Internal trips are assumed to be made via an alternative mode such as walking or bicycling. Transit trips are estimated to comprise roughly 5 percent of all Greystar trips and 6 to 8 percent of all trips generated by buildout of the Freedom Circle Focus Area.
The project also includes retail uses, which attract some of their customers from people who are passing by the site as they head to their destination. These customers do not need to make a separate vehicle trip to come to the project site. Such vehicle trips are categorized as pass-by trips as they are not new trips generated on the roadway network and are credited from the project trip generation. The pass-by trip reduction for the retail land uses is assumed to be 25 percent for daily, AM and PM peak hours.
After applying the internal capture, transit, and pass-by reductions, the proposed Greystar development is expected to generate 5,722 net daily vehicle trips, 375 (98 inbound and 277 outbound) net AM peak hour trips, and 466 (284 inbound and 182 outbound) net PM peak hour trips under background plus project conditions. Buildout of the Freedom Circle Focus Area is expected to generate 70,075 net daily vehicle trips, 7,132 (5,399 inbound and 1,733 outbound) net AM peak hour trips, and 7,427 (1,903 inbound and 5,524 outbound) net PM peak hour trips under background plus project conditions.
Trip Distribution and Assignment
The net project trip estimates were hard coded into the CSC model, which was then used to determine the distribution and assignment of project trips. Note that the trip estimates presented in Table 8 do not include any credits for existing use trips because the CSC model inputs need to reflect the total vehicle trips generated by the Focus Area rather than the incremental increase in trips beyond the existing trip generation.
While the CSC model is capable of estimating gross traffic patterns, it does not accurately model turning movements at study intersections within and immediately adjacent to the Freedom Circle Focus Area. Thus, a more detailed model of the Freedom Circle Focus Area was created using the TRAFFIX software to refine the traffic forecasts for nearby study intersections on Great America Parkway and Mission College Boulevard. Likewise, forecasts also were refined at study intersections within the immediate vicinity of the Patrick Henry Drive Specific Plan Area to ensure the background plus project forecasts are consistent with the method used to develop cumulative (Year 2040) forecasts, which reflect the development of both Plan Areas. The TRAFFIX model represents the future land uses anticipated within the Freedom Circle Focus Area on a parcel level.
Background Plus Project Traffic Volumes
In addition to the new vehicle trips associated with developments within the Freedom Circle Focus Area, model forecasts under background plus project conditions also reflect changes in background no project trips not associated with the Focus Area. For example, the addition 2 million s.f. of additional office space along with the introduction of 3,600 residential units in an employment-rich area of northern Santa Clara are expected to cause changes in trip distribution patterns for background traffic, changes in the mode split choices of other travelers, and a diversion of some vehicles from one route to another in order to avoid the most congested routes and reduce travel time.
Figures 10 and 11 show the traffic volumes forecast under background plus project conditions for the proposed Greystar development alone, and for full buildout of the Freedom Circle Focus Area (including Greystar), respectively. Note that at some intersections, the CSC model shows that the Greystar project would result in modest decreases in traffic volumes in the peak commute direction and increases in trips in the off-peak direction. This is an expected response to the construction of the large
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residential project in a major employment area, resulting in fewer workers commuting long distances from residential areas farther south.
Furthermore, while the model shows that the buildout of the Freedom Circle Focus Area would cause traffic volumes to increase at most locations, a few intersection turn movements are expected to see decreases in traffic volumes due to changes in travel patterns for other nearby land uses. For example, the buildout of the Freedom Circle Focus Area would add a substantial number of trips to northbound Great America Parkway south of Hichborn Drive causing trips for other nearby developments located farther north to divert to other routes resulting in a projected decrease in traffic on northbound Great America Parkway between Mission College Boulevard and Bunker Hill Lane.
Background Plus Project Intersection Levels of Service – Greystar The results of the intersection level of service analysis (see Table 9) show that following study intersections would continue to operate at unacceptable levels of service under background plus Greystar project conditions.
4. Lawrence Expressway and US101 Southbound Ramps (PM peak hour)
5. Lawrence Expressway and E. Arques Avenue (PM peak hour)
17. Great America Parkway and Patrick Henry Drive (PM peak hour)
23. Bowers Avenue and Central Expressway (AM and PM peak hours)
32. Mission College Boulevard and Montague Expressway (AM peak hour)
35. San Tomas Expressway and El Camino Real (AM peak hour)
42. Scott Boulevard and Central Expressway (PM peak hour)
44. De La Cruz Boulevard and Central Expressway (AM peak hour)
45. Agnew Road/De La Cruz Boulevard and Montague Expressway (AM and PM peak hours)
47. N. 1st Street and Montague Expressway (AM and PM peak hours)
48. Zanker Road and Montague Expressway (AM and PM Peak hours)
49. Trimble Rd and Montague Expressway (PM peak hour)
50. McCarthy Boulevard/O’Toole Avenue and Montague Expressway (AM and PM peak hours)
51. Lawrence Expressway and Kifer Road (AM and PM peak hours)
52. Lawrence Expressway and Reed Avenue/Monroe Street (AM peak hour)
58. Kiely Boulevard and Homestead Road (PM peak hour)
However, development of the Greystar project alone would not cause a four-second increase in the critical-movement delay and a one percent (0.01) increase in the V/C compared to background conditions at any of the study intersections. The level of service calculation sheets are included in Appendix B.
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Table 9
Background Intersection Levels of Service - Greystar
Peak Avg Avg Incr. In Incr. In
# Intersection Hour Delay LOS Delay LOS Crit. Delay Crit. V/C 1 Lawrence Expressway and Tasman Drive AM 47.6 D 47.8 D 0.2 0.003 (CMP) PM 64.5 E 66.1 E 3.1 0.012
2 Lawrence Expwy and Sandia Av/Lakehaven Dr AM 64.3 E 64.4 E 0.0 0.000 PM 62.5 E 62.6 E 0.3 0.002
3 Lawrence Expressway and US 101 NB Ramps AM 11.6 B 11.7 B 0.2 0.005 PM 19.7 B 19.9 B 0.5 0.001
4 Lawrence Expressway and US 101 SB Ramps AM 7.2 A 7.2 A 0.0 -0.002 PM 109.4 F 107.8 F -2.9 0.001
5 Lawrence Expressway and E. Arques Ave. AM 39.9 D 40.1 D 0.1 0.000 (CMP) PM 81.2 F 81.5 F 1.0 0.006
6 Patrick Henry Drive and Tasman Drive AM 16.2 B 16.3 B 0.2 0.003 PM 18.0 B 18.1 B 0.1 0.002
7 Old Ironsides Drive and Tasman Drive AM 5.5 A 5.5 A 0.0 0.003 PM 10.9 B 10.9 B 0.0 0.003
8 Old Ironsides Drive and Old Glory Lane AM 3.9 A 3.9 A 0.0 -0.001 (Unsignalized) PM 3.6 A 3.5 A -0.1 0.000
9 Old Ironsides Drive and Patrick Henry Drive AM 0.9 A 0.8 A 0.0 -0.001 (Unsignalized) PM 4.4 A 4.5 A 0.1 0.013
10 Great America Parkway and SR 237 WB Ramps AM 13.1 B 13.1 B 0.0 0.001 (CMP) PM 18.8 B 18.7 B 0.0 -0.001
11 Great America Parkway and SR 237 EB Ramps AM 10.7 B 10.6 B -0.1 0.001 (CMP) PM 13.2 B 13.2 B 0.0 -0.004
12 Great America Parkway and Great America Way AM 22.1 C 22.1 C 0.0 0.000 PM 17.3 B 17.3 B 0.0 -0.002
13 Great America Pkwy and Old Mt View-Alviso Rd AM 22.2 C 22.1 C 0.0 0.001 PM 42.5 D 42.3 D -0.3 -0.009
14 Great America Parkway and Bunker Hill Lane AM 13.3 B 13.2 B -0.1 0.004 PM 29.5 C 29.3 C -0.2 -0.002
15 Great America Parkway and Tasman Drive AM 44.5 D 44.5 D 0.1 0.002 (CMP) PM 33.1 C 33.1 C 0.0 0.000
16 Great America Parkway and Old Glory Lane AM 10.5 B 10.5 B 0.0 0.004 PM 13.3 B 13.3 B 0.0 0.000
17 Great America Parkway and Patrick Henry Drive AM 27.4 C 27.3 C 0.0 0.002 PM 66.5 E 67.6 E 1.7 0.006
18 Great America Pkwy and Mission College Blvd AM 36.9 D 37.7 D 0.8 0.017 (CMP) PM 40.4 D 41.3 D 1.2 0.020
19 Great America Pkwy and US 101 NB Off Ramp AM 11.4 B 11.3 B -0.1 -0.004 (CMP) PM 9.6 A 9.6 A 0.0 0.000
20 Bowers Avenue and US 101 SB Off Ramp AM 11.9 B 11.7 B -0.1 0.007 (CMP) PM 10.9 B 11.7 B 0.8 0.010
21 Bowers Avenue and Augustine Drive AM 26.0 C 25.5 C -0.2 0.007 PM 36.4 D 36.5 D 0.2 0.004
22 Bowers Avenue and Scott Boulevard AM 49.6 D 53.5 D 11.5 0.048 (CMP) PM 37.1 D 37.1 D 0.1 0.004
23 Bowers Avenue and Central Expressway AM 89.0 F 90.9 F 2.4 0.008 (CMP) PM 103.6 F 104.0 F 0.1 0.000
Background (2030) Conditions
with Project
No Project Greystar Only
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 58
Table 9 (Continued)
Background Intersection Levels of Service – Greystar
Peak Avg Avg Incr. In Incr. In
# Intersection Hour Delay LOS Delay LOS Crit. Delay Crit. V/C 24 Bowers Avenue and Kifer Road/Walsh Avenue AM 36.0 D 36.1 D 0.1 0.001 PM 30.4 C 30.4 C 0.1 0.001
25 Mission College Loop and Mission College Blvd AM 12.1 B 12.2 B 0.0 0.001 PM 25.2 C 25.2 C 0.0 0.002
26 Marriott Dwy and Mission College Blvd AM 11.8 B 11.4 B -0.3 0.031 PM 12.0 B 11.8 B 0.0 0.002
27 Freedom Circle W and Mission College Blvd AM 11.0 B 12.5 B 1.7 0.036 PM 25.9 C 25.9 C 0.2 0.007
28 Agnew/Freedom Circle E & Mission College Blvd AM 31.1 C 31.9 C 6.0 -0.023 PM 31.5 C 36.4 D 5.2 0.068
29 Great America employee entrance and Agnew Rd AM 3.6 A 3.6 A 0.0 0.002 PM 5.1 A 5.1 A 0.0 -0.003
30 Juliette Lane and Mission College Boulevard AM 13.5 B 13.9 B -0.5 0.006 PM 22.6 C 22.0 C -0.1 0.007
31 Burton Drive and Mission College Boulevard AM 20.5 C 21.4 C 0.0 -0.002 PM 18.8 B 18.5 B 0.0 0.006
32 Mission College Blvd and Montague Expwy AM 98.3 F 80.0 F -0.4 0.006 (CMP) PM 72.7 E 52.7 D 0.9 0.030
33 San Tomas Expressway and Scott Boulevard AM 79.0 E 79.4 E 3.6 0.002 (CMP) PM 56.7 E 56.7 E 0.0 0.000
34 San Tomas Expressway and Monroe Street AM 43.2 D 43.2 D -0.1 0.000 (CMP) PM 45.8 D 46.2 D 0.6 0.003
35 San Tomas Expressway and El Camino Real AM 85.5 F 84.9 F -1.4 -0.003 (CMP) PM 74.5 E 74.4 E -0.4 -0.004
36 Convention Center and Tasman Drive AM 14.8 B 14.8 B 0.0 0.000 PM 15.5 B 15.5 B 0.0 0.000
37 Centennial Boulevard and Tasman Drive AM 25.5 C 25.6 C 0.0 0.000 PM 27.3 C 27.2 C -0.1 -0.002
38 Calle Del Sol and Tasman Drive AM 21.8 C 21.8 C -0.1 -0.001 PM 23.3 C 23.2 C 0.0 0.003
39 Lick Mill Boulevard and Tasman Drive AM 41.3 D 41.2 D 0.0 0.000 PM 41.2 D 41.4 D 0.3 0.004
40 Lafayette Street and Calle De Luna AM 23.2 C 23.1 C -0.2 -0.003 PM 36.9 D 35.9 D -2.0 -0.010
41 Lafayette Street and Agnew Road AM 29.3 C 29.8 C -1.4 0.014 PM 51.0 D 51.8 D 1.4 0.004
42 Scott Boulevard and Central Expressway AM 67.6 E 66.3 E -1.3 -0.002 (CMP) PM 109.5 F 109.7 F 0.8 0.001
43 Lafayette Street and Central Expressway AM 75.2 E 74.5 E -1.2 -0.002 (CMP) PM 62.6 E 62.7 E 0.2 0.004
44 De la Cruz Boulevard and Central Expressway AM 107.2 F 105.7 F -1.9 -0.003 (CMP) PM 70.3 E 73.6 E 5.6 0.007
45 Agnew Rd/De La Cruz Blvd and Montague Expwy AM 94.4 F 94.0 F -0.9 0.002 (CMP) PM 106.0 F 107.5 F 2.6 0.009
46 Lick Mill Boulevard and Montague Expressway AM 56.1 E 56.1 E 0.1 -0.001 PM 52.1 D 52.1 D -0.1 0.001
Background (2030) Conditions
with Project
No Project Greystar Only
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Table 9 (Continued)
Background Intersection Levels of Service – Greystar
Peak Avg Avg Incr. In Incr. In
# Intersection Hour Delay LOS Delay LOS Crit. Delay Crit. V/C 47 N. 1st Street and Montague Expressway AM 132.6 F 132.5 F 0.0 0.000 (CMP) PM 121.4 F 123.3 F 2.5 0.005
48 Zanker Road and Montague Expressway AM 57.5 E 57.2 E -0.4 0.000 (CMP) PM 79.2 E 78.9 E -0.4 0.001
49 Trimble Road and Montague Expressway AM 36.5 D 36.5 D -0.2 -0.004 (CMP) PM 105.7 F 105.8 F -0.1 0.002
50 McCarthy Blvd/O'Toole Av and Montague Expwy AM 75.9 E 74.8 E -1.7 -0.004 (CMP) PM 134.0 F 133.8 F -2.5 -0.002
51 Lawrence Expressway and Kifer Road AM 102.3 F 102.9 F -0.7 -0.002 PM 181.3 F 184.8 F 6.0 0.009
52 Lawrence Expressway and Reed Ave/Monroe St AM 124.3 F 123.7 F -0.4 -0.001 (CMP) PM 71.1 E 71.6 E 1.1 0.004
53 Lawrence Expressway and Homestead Road AM 51.7 D 51.5 D -0.1 -0.006 (CMP) PM 69.4 E 69.8 E 0.1 0.000
54 Lawrence Expressway and Pruneridge Avenue AM 79.6 E 79.2 E 0.8 0.005 PM 62.6 E 65.1 E 2.3 0.007
55 Bowers Avenue and Monroe Street AM 33.4 C 33.2 C -0.2 -0.002 PM 40.7 D 40.7 D 0.0 0.000
56 Bowers Ave/Kiely Boulevard and El Camino Real AM 28.9 C 28.9 C 0.0 -0.001 (CMP) PM 31.8 C 31.6 C -0.4 -0.008
57 Kiely Boulevard and Benton Street AM 37.2 D 37.1 D 0.0 0.000 PM 46.1 D 46.3 D 0.2 0.002
58 Kiely Boulevard and Homestead Road AM 38.6 D 38.3 D 0.1 0.003 PM 57.9 E 56.1 E -3.7 -0.011
Notes:
Bold indicates a substandard level of service.
Background (2030) Conditions
with Project
No Project G reystar Only
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 60
Background Plus Project Intersection Levels of Service – Focus Area Buildout
The results of the intersection level of service analysis (see Table 10) show that buildout of the Freedom Circle Focus Area, including the proposed Greystar project, would cause adverse effects at the following 20 intersections:
2. Lawrence Expressway and Sandi Avenue/Lakehaven Drive (PM peak hour)
4. Lawrence Expressway and US 101 southbound ramps (PM peak hour)
5. Lawrence Expressway and Arques Avenue (PM peak hour)
17. Great America Parkway and Patrick Henry Drive (PM peak hour)
18. Great America Parkway and Mission College Boulevard (PM peak hour)
23. Bowers Avenue and Central Expressway (AM and PM peak hours)
27. Freedom Circle and Mission College Boulevard (AM and PM peak hours)
28. Agnew/Freedom Circle and Mission College Boulevard (PM peak hour)
32. Mission College Boulevard/Thomas Road and Montague Expressway (AM peak hour)
35. San Tomas Expressway and El Camino Real (AM and PM peak hours)
42. Scott Boulevard and Central Expressway (PM peak hour)
43. Lafayette Street and Central Expressway (AM peak hour)
44. De La Cruz Boulevard and Central Expressway (AM peak hour)
45. Agnew Road/De La Cruz Boulevard and Montague Expressway (AM peak hour)
47. N. 1st Street and Montague Expressway (AM peak hour)
48. Zanker Road and Montague Expressway (AM peak hour)
50. McCarthy Boulevard/O’Toole Avenue and Montague Expressway (AM peak hour)
54. Lawrence Expressway and Pruneridge Avenue (AM peak hour)
The adverse effects and proposed improvements to alleviate the deficiencies are described below.
The following study intersections also would operate at unacceptable levels of service under background plus Focus Area buildout conditions.
33. San Tomas Expressway and Scott Boulevard (AM peak hour)
49. Trimble Road and Montague Expressway (PM peak hour)
51. Lawrence Expressway and Kifer Road (AM and PM peak hours)
52. Lawrence Expressway and Reed Avenue/Monroe Street (AM peak hour)
58. Kiely Boulevard and Homestead Road (PM peak hour)
However, since buildout of the Freedom Circle Focus Area would not cause the critical-movement delay at the above signalized intersections to increase by four or more seconds and the V/C to increase by one percent (0.01) or more compared to background conditions, the project would not have an adverse effect on the operation of those intersections. The level of service calculation sheets are included in Appendix C.
Adverse Effects and Recommended Improvements – Focus Area Buildout This section discusses the adverse effects identified under background plus project conditions with full buildout of the Freedom Circle Focus Area and proposed improvements to address the deficiencies under this scenario. As previously stated, adverse effects on intersection operations do not constitute significant impacts under CEQA.
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Table 10
Background Intersection Levels of Service – Focus Area Buildout
Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 1 Lawrence Expressway and Tasman Drive AM 47.6 D 46.8 D 0.4 0.006 (CMP) PM 64.5 E 68.2 E 8.2 0.048
2 Lawrence Expwy and Sandia Av/Lakehaven Dr AM 64.3 E 71.4 E 0.0 0.000 PM 62.5 E 191.0 F 286.5 0.542
3 Lawrence Expressway and US 101 NB Ramps AM 11.6 B 11.4 B -0.7 0.074 PM 19.7 B 36.5 D 29.1 0.085
4 Lawrence Expressway and US 101 SB Ramps AM 7.2 A 18.4 B 7.3 0.049 17.4 B PM 109.4 F 103.5 F -13.8 0.070 71.2 E
5 Lawrence Expressway and E. Arques Ave. AM 39.9 D 42.4 D 4.3 0.048 (CMP) PM 81.2 F 91.9 F 15.5 0.049
6 Patrick Henry Drive and Tasman Drive AM 16.2 B 14.8 B -0.3 -0.007 PM 18.0 B 18.8 B 2.4 0.037
7 Old Ironsides Drive and Tasman Drive AM 5.5 A 7.6 A 3.0 0.014 PM 10.9 B 13.0 B 1.0 0.010
8 Old Ironsides Drive and Old Glory Lane AM 3.9 A 1.8 A -2.1 -0.005 (Unsignalized) PM 3.6 A 4.3 A 0.8 0.038
9 Old Ironsides Drive and Patrick Henry Drive AM 0.9 A 2.6 A 1.7 0.142 (Unsignalized) PM 4.4 A 4.1 A -0.2 -0.058
10 Great America Parkway and SR 237 WB Ramps AM 13.1 B 13.2 B 0.0 0.020 (CMP) PM 18.8 B 19.1 B 0.7 0.015
11 Great America Parkway and SR 237 EB Ramps AM 10.7 B 10.7 B 0.1 0.006 (CMP) PM 13.2 B 12.6 B -0.6 0.041
12 Great America Parkway and Great America Way AM 22.1 C 21.8 C -0.3 0.038 PM 17.3 B 17.3 B 0.1 0.053
13 Great America Pkwy and Old Mt View-Alviso Rd AM 22.2 C 22.3 C -0.2 0.058 PM 42.5 D 39.3 D -4.5 0.034
14 Great America Parkway and Bunker Hill Lane AM 13.3 B 13.0 B -0.6 0.066 PM 29.5 C 28.6 C -0.6 0.076
15 Great America Parkway and Tasman Drive AM 44.5 D 45.3 D 0.6 0.070 (CMP) PM 33.1 C 36.0 D 7.7 0.063
16 Great America Parkway and Old Glory Lane AM 10.5 B 12.6 B 0.2 0.196 PM 13.3 B 15.3 B 4.0 0.018
17 Great America Parkway and Patrick Henry Drive AM 27.4 C 37.2 D 5.6 0.137 25.2 C PM 66.5 E 89.7 F 15.6 0.035 67.2 E
18 Great America Pkwy and Mission College Blvd AM 37.1 D 54.7 D 21.2 0.264 47.1 D (CMP) PM 40.4 D 204.5 F 288.9 0.469 61.5 E
19 Great America Pkwy and US 101 NB Off Ramp AM 11.4 B 9.6 A -1.2 0.131 (CMP) PM 9.6 A 8.9 A -0.5 0.069
20 Bowers Avenue and US 101 SB Off Ramp AM 11.9 B 15.0 B 2.9 0.125 (CMP) PM 10.9 B 13.0 B 2.1 0.050
21 Bowers Avenue and Augustine Drive AM 26.0 C 26.1 C 2.7 0.043 PM 36.4 D 36.3 D 0.0 -0.006
22 Bowers Avenue and Scott Boulevard AM 49.6 D 52.6 D 3.9 0.064 (CMP) PM 37.1 D 37.9 D 1.3 0.031
23 Bowers Avenue and Central Expressway AM 89.0 F 91.1 F 6.5 0.040 (CMP) PM 103.6 F 109.8 F 9.5 0.019
24 Bowers Avenue and Kifer Road/Walsh Avenue AM 36.0 D 36.0 D 0.0 0.019 PM 30.4 C 30.7 C -0.6 0.021
25 Mission College Loop and Mission College Blvd AM 12.1 B 14.2 B 2.8 0.021 PM 25.2 C 23.9 C -1.3 0.050
Background (2030) Conditions
with Project
Freedom Circle Buildout - With
Improvement & 10% TDMNo Project Freedom Circle Buildout Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 62
Table 10 (Continued)
Background Intersection Levels of Service – Focus Area Buildout
Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 26 Marriott Dwy and Mission College Blvd AM 11.8 B 23.5 C 18.2 0.329 PM 12.0 B 51.1 D 61.9 0.440
27 Freedom Circle W and Mission College Blvd AM 11.0 B 70.1 E 86.9 0.680 46.6 D PM 25.9 C 217.3 F 283.3 0.893 33.8 C
28 Agnew/Freedom Circle E & Mission College Blvd AM 31.1 C 42.2 D 17.4 0.297 31.3 C PM 31.5 C 126.1 F 128.4 0.531 37.5 C
29 Great America employee entrance and Agnew Rd AM 3.6 A 4.2 A 1.0 0.107 PM 5.1 A 11.1 B 8.2 0.205
30 Juliette Lane and Mission College Boulevard AM 13.5 B 11.7 B -19.9 0.260 PM 22.6 C 20.4 C -1.3 0.154
31 Burton Drive and Mission College Boulevard AM 20.5 C 31.8 C 16.2 0.265 PM 18.8 B 18.6 B 1.2 0.132
32 Mission College Blvd and Montague Expwy AM 98.3 F 127.0 F 69.9 0.262 (CMP) PM 72.7 E 69.8 E 22.6 0.139
33 San Tomas Expressway and Scott Boulevard AM 79.0 E 80.8 F 1.7 0.024 (CMP) PM 56.7 E 57.5 E 1.1 0.008
34 San Tomas Expressway and Monroe Street AM 43.2 D 47.4 D 1.2 0.007 (CMP) PM 45.8 D 47.8 D 1.7 0.084
35 San Tomas Expressway and El Camino Real AM 85.5 F 88.6 F 8.0 0.220 (CMP) PM 74.5 E 80.1 F 9.6 0.029
36 Convention Center and Tasman Drive AM 14.8 B 15.2 B 0.0 0.027 PM 15.5 B 16.4 B 0.8 0.025
37 Centennial Boulevard and Tasman Drive AM 25.5 C 26.5 C 0.4 0.023 PM 27.3 C 28.5 C 2.2 0.034
38 Calle Del Sol and Tasman Drive AM 21.8 C 22.6 C 0.3 0.026 PM 23.3 C 22.2 C -1.0 0.022
39 Lick Mill Boulevard and Tasman Drive AM 41.3 D 41.8 D 3.5 0.022 PM 41.2 D 40.4 D -1.5 -0.021
40 Lafayette Street and Calle De Luna AM 23.2 C 23.9 C 0.9 0.062 PM 36.9 D 33.9 C -4.2 -0.016
41 Lafayette Street and Agnew Road AM 29.3 C 37.4 D 12.7 0.132 PM 51.0 D 50.6 D -3.3 -0.005
42 Scott Boulevard and Central Expressway AM 67.6 E 74.7 E 10.7 0.162 (CMP) PM 109.5 F 115.2 F 5.8 0.016
43 Lafayette Street and Central Expressway AM 75.2 E 82.9 F 13.1 0.047 (CMP) PM 62.6 E 68.8 E 14.1 0.038
44 De la Cruz Boulevard and Central Expressway AM 107.2 F 118.2 F 14.4 0.018 102.2 F (CMP) PM 70.3 E 75.5 E 10.1 0.010 70.0 E
45 Agnew Rd/De La Cruz Blvd and Montague Expwy AM 94.4 F 93.4 F -0.7 0.057 (CMP) PM 106.0 F 103.5 F -4.0 0.002
46 Lick Mill Boulevard and Montague Expressway AM 56.1 E 54.0 D -7.1 0.017 PM 52.1 D 69.6 E 31.1 0.060
47 N. 1st Street and Montague Expressway AM 132.6 F 141.3 F 14.2 0.032 (CMP) PM 121.4 F 118.7 F -13.3 -0.018
Background (2030) Conditions
with Project
Freedom Circle Buildout - With
Improvement & 10% TDMNo Project Freedom Circle Buildout Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 63
Table 10 (Continued)
Background Intersection Levels of Service – Focus Area Buildout
In addition to physical improvements recommended to resolve deficiencies at affected intersections, the Freedom Circle Focus Area will include Travel Demand Management (TDM) measures to achieve a 10 percent reduction in VMT per the City’s Climate Action Plan. A sensitivity analysis was conducted to determine if a reduction in project vehicle trips due to TDM would avoid any of the adverse effects at study intersections.
2. Lawrence Expressway and Sandia Avenue/Lakehaven Drive This City of Sunnyvale intersection would operate at an acceptable LOS E under background no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS F during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by widening Lawrence Expressway to add a fifth through lane on the northbound and southbound approaches. However, this improvement is not feasible because it would require acquisition of additional right of way and negatively impact adjacent properties. Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the development. However, a sensitivity analysis shows that a 10 percent Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 48 Zanker Road and Montague Expressway AM 57.5 E 62.2 E 9.1 0.025 57.1 E (CMP) PM 79.2 E 77.0 E -4.2 -0.028 57.1 E
49 Trimble Road and Montague Expressway AM 36.5 D 36.6 D 0.8 0.014 (CMP) PM 105.7 F 108.7 F 11.6 -0.012
50 McCarthy Blvd/O'Toole Av and Montague Expwy AM 75.9 E 82.7 F 8.4 0.025 (CMP) PM 134.0 F 141.5 F 10.0 0.007
51 Lawrence Expressway and Kifer Road AM 102.3 F 101.1 F 2.1 -0.004 PM 181.3 F 175.3 F -10.3 -0.019
52 Lawrence Expressway and Reed Ave/Monroe St AM 124.3 F 128.4 F 3.7 0.006 (CMP) PM 71.1 E 73.6 E 5.9 0.019
53 Lawrence Expressway and Homestead Road AM 51.7 D 52.0 D 1.1 0.013 (CMP) PM 69.4 E 70.2 E 1.0 0.010
54 Lawrence Expressway and Pruneridge Avenue AM 79.6 E 83.7 F 7.5 0.023 PM 62.6 E 64.1 E 0.5 0.019
55 Bowers Avenue and Monroe Street AM 33.4 C 33.9 C 0.6 0.016 PM 40.7 D 41.5 D 0.8 0.011
56 Bowers Ave/Kiely Boulevard and El Camino Real AM 28.9 C 29.3 C 0.5 0.024 (CMP) PM 31.8 C 32.1 C 0.3 0.009
57 Kiely Boulevard and Benton Street AM 37.2 D 37.7 D 1.0 0.018 PM 46.1 D 47.7 D 2.3 0.016
58 Kiely Boulevard and Homestead Road AM 38.6 D 38.9 D 1.3 0.030 PM 57.9 E 59.7 E 1.4 0.009
Notes:
Bold indicates a substandard level of service.
Bold indicates an adverse effect caused by the project.
OVFL indicates that the result is out of software calculation limits.
Background (2030) Conditions
with Project
Freedom Circle Buildout - With
Improvement & 10% TDMNo Project Freedom Circle Buildout Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 64
TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The Long-Range Transportation Plan for Santa Clara County (VTP2040) lists a project (VTP ID# R39) that would realign Wildwood Avenue to connect directly with Lawrence Expressway and create a new signalized intersection at Lawrence Expressway and Wildwood Avenue. This improvement would have a beneficial effect on traffic operations at the Lawrence/Sandia/Lakehaven intersection. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement.
4. Lawrence Expressway and US 101 Southbound Ramps
This CMP intersection in the City of Sunnyvale would operate at an unacceptable LOS F under background no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to decrease, but the critical v/c would increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Focus Area could reduce the vehicle trips associated with the development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. Intersection operations could be improved to an acceptable level by converting an eastbound left-turn lane to a shared left-turn/right-turn lane. The cost of this improvement will be fully funded by Freedom Circle Focus Area developments.
5. Lawrence Expressway and E. Arques Avenue
This CMP intersection in the City of Sunnyvale would operate at an unacceptable LOS F under background no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by 15.5 seconds and the critical v/c to increase by 0.049 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
17. Great America Parkway and Patrick Henry Drive
This City of Santa Clara intersection would operate at an unacceptable LOS E during the PM peak hour under background conditions. The buildout of the Freedom Circle Focus Area would cause the average critical movement delay to increase by 15.6 seconds and the critical v/c to increase by 0.035 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by constructing a second northbound left-turn lane and a second eastbound right-turn lane. Although intersection widening for dual right-turn lanes may improve vehicle operations, this improvement conflicts with bicycle and pedestrian policies within the City’s 2010-2035 General Plan (GP), 2018 Bicycle Master Plan (BMP), and 2019 Pedestrian Master Plan (PMP). Intersection widening is discouraged by GP Policy 5.8.2-P2 and PMP Policies 1.A.3, 2.A.1, and
2.A.4. Dual right-turn lanes result in challenges with visibility between turning vehicles and pedestrians (Caltrans Highway Design Manual 403.6(1)) and this conflicts with GP Policy 5.8.4-P13, BMP Policy Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 65
1.A.2 and PMP Policies 1.A.3 and 2.A.5. Furthermore, intersection widening reduces the width of sidewalks and conflicts with GP Policy 5.8.2-P1 and the PMP Pedestrian Recommendation Toolbox.
Therefore, intersection widening for dual right-turn lanes is not recommended. With the recommended dual northbound left-turn lanes and a 10 percent TDM reduction, the intersection is expected to continue to operate at an unacceptable LOS E during the PM peak hour under background plus project conditions. The cost of this improvement will be fully funded by Freedom Circle Focus Area developments.
Developments within the Freedom Circle Focus Area also will be responsible for construction of a Class IV separated bikeway on Great America Parkway. This multimodal improvement, which is identified in the City’s Bicycle Master Plan Update 2018, would encourage residents and employees to leave their vehicles at home by adding a physical barrier between the existing bike lane and the vehicular travel lane, thereby increasing the comfort level for cyclists. Adjacent to the Focus Area, the bikeway improvement will be constructed as part of the Focus Area Plan. Beyond the Focus Area (between Patrick Henry Drive and SR 237), Freedom Circle area stakeholders will pay a fair share fee for future construction of the bikeway on Great America Parkway.
18. Great America Parkway and Mission College Boulevard This CMP intersection in the City of Santa Clara would operate at an acceptable LOS D during the PM peak hour under background conditions. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS F during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved to an acceptable LOS E by converting Hichborn Drive from one-way (eastbound only) flow to two-way flow with a 60-foot right-of-way width, adding a traffic signal at Great America Parkway and Hichborn Drive to allow left and right turns in and out, and synchronizing the new signal with the traffic signal at Great America Parkway and Mission College Boulevard. In addition, the US 101 northbound off-ramp right turn to northbound Great America Parkway would be modified to reduce the curb radius to 50 feet. With the recommended improvements and a 10 percent TDM reduction, the intersection is expected to operate at an acceptable LOS E during the PM peak hour under background plus project conditions. The cost of this improvement will be fully funded by Freedom Circle Focus Area developments.
23. Bowers Avenue and Central Expressway
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under background no project conditions during the AM and PM peak hours. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM and PM peak hours.
This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Focus Area could reduce the vehicle trips associated with the Freedom Circle development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
27. Freedom Circle (W) and Mission College Boulevard
This City of Santa Clara intersection would operate at an acceptable LOS B and LOS C under background no project conditions during the AM and PM peak hours, respectively. The buildout of the Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 66
Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS E during the AM peak hour and to LOS F during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by adding an eastbound right-turn lane, removing the crosswalk on the west leg, relocating bus stops to the east side of the intersection, restriping the northbound approach for one right-turn lane, one shared through/left-turn lane and one left-turn lane, and implementing split-phase signal control for the north and south legs. The construction of these improvements along with the planned Class IV separated bike lanes on Mission College Boulevard would require widening Mission College Boulevard and require the dedication of additional right of way on the east side of the intersection. The dedication is required to install a far side bus stop and near side bus stop in accordance with VTA Bus Stop and Passenger Facilities Standards. Intersection operations could be further improved by the proposed improvements at Great America Parkway and Hichborn Drive: converting Hichborn Drive from one-way (eastbound only) flow to two-way flow and adding a traffic signal at Great America Parkway and Hichborn Drive to allow left and right turns in and out... This roadway network change would provide another route out of the Freedom Circle Focus Area and thus reduce the northbound left-turn volume at the Freedom Circle W/Mission College Boulevard intersection. With the recommended improvement on the eastbound and northbound approaches, the improvements at Great America Parkway and Hichborn Drive, and a 10 percent TDM reduction, the intersection is expected to operate an acceptable LOS D or C during the AM and PM peak hours, respectively. Therefore, these improvements would be sufficient to fully offset the adverse effect on intersection operations. The cost of these improvements will be fully funded by Freedom Circle Focus Area developments.
28. Agnew Road/Freedom Circle (E) and Mission College Boulevard This City of Santa Clara intersection would operate at an acceptable LOS C during the PM peak hour under background no project conditions. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS F during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by adding a northbound right-turn lane. The intersection is expected to operate at an acceptable LOS D during the PM peak hour with the recommended improvement and a 10 percent TDM reduction. Thus, the recommended improvement would be sufficient to fully offset the adverse effect on intersection operations. The cost of this improvement will be fully funded by Freedom Circle Focus Area developments.
32. Mission College Boulevard/Thomas Road and Montague Expressway This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F during the AM peak hour under background conditions. The buildout of the Freedom Circle Focus Area would cause the average critical movement delay to increase by more than four seconds and the critical v/c to increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Focus Area could reduce the vehicle trips associated with the Freedom Circle development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. Intersection operations could be improved by constructing a partial grade separation with a flyover from eastbound Montague Expressway to northbound Mission College Boulevard. This improvement was identified as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
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35. San Tomas Expressway and El Camino Real
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F during the AM peak hour and an acceptable LOS E during the PM peak hour under background no project conditions. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by 8.0 seconds and the critical v/c to increase by 0.220 during the AM peak hour and would cause the intersection to degrade to an unacceptable LOS F during the PM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures could reduce the vehicles trips associated with the Freedom Circle Focus Area developments. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
42. Scott Boulevard and Central Expressway
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under background no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicles trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
43. Lafayette Street and Central Expressway
This CMP intersection in the City of Santa Clara would operate at an acceptable LOS E under background no project conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS F during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicles trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
44. De La Cruz Boulevard and Central Expressway
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under background no project conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 68
seconds and the critical v/c to increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The analysis of background conditions at this intersection assumes the following planned improvements: a third southbound through lane and a second southbound right-turn lane; a second eastbound right-turn lane; a third northbound left-turn lane and removal of one northbound through lane. The planned conversion of the existing HOV lanes on Central Expressway to mixed-flow lanes is anticipated to be complete sometime between the Year 2030 and 2040. Thus, this improvement is assumed under cumulative conditions but not background conditions. While the intersection would continue to operate at LOS F under background plus project conditions during the AM peak hour with this planned improvement and a 10 percent TDM reduction, the delay would be less than under no project conditions. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement.
45. Agnew Road/De La Cruz Boulevard and Montague Expressway This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under background no project conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to decrease but the critical v/c to increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. This intersection is included in the City of Santa Clara Multimodal Improvement Plan (MIP). MIP Actions intended to address the LOS deficiency at this intersection include installation of crosswalk motion sensors, accessible pedestrian signals, upgraded safety lighting, travel time data collection systems, traffic monitoring cameras, and periodic retiming of signal coordination at intersections along Agnew Road/De La Cruz Boulevard. The Freedom Circle Focus Area developments should provide fair-share funding towards these multimodal improvements.
47. N. 1st Street and Montague Expressway
This CMP intersection in the City of San José would operate at an unacceptable LOS F under background conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by 14.2 seconds and the critical v/c to increase by 0.032 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development and lessen the adverse effect. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade- separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
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48. Zanker Road and Montague Expressway
This CMP intersection in the City of San José would operate at an unacceptable LOS E under background conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by 9.1 seconds and the critical v/c to increase by 0.025 during the AM peak hour. This constitutes an adverse effect on intersection operations.
The City of San José plans to widen Zanker Road to three lanes in each direction from River Oaks Parkway to Trimble Road and to add a second left-turn lane on both the northbound and southbound approaches. This improvement is anticipated to be complete sometime between the Year 2030 and 2040. Thus, this improvement is assumed under cumulative conditions but not background conditions.
While the intersection would continue to operate at an unacceptable LOS E with this planned improvement and a 10 percent TDM reduction, the delay would be less than under no project conditions. The Freedom Circle Focus Area developments should either pay the North San José fee, or a fair-share contribution for the improvement, or a fair-share contribution for off-setting multimodal improvements based on the Focus Area’s percent contribution to the traffic volume growth at the intersection.
50. McCarthy Boulevard/O’Toole Avenue and Montague Expressway This CMP intersection in the City of San José would operate at an unacceptable LOS E under background conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to LOS F and cause the intersection’s average critical movement delay to increase by 8.4 seconds and the critical v/c to increase by 0.025 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicles trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The City of San José plans to construct a “square-loop” interchange to replace the at-grade intersection. This improvement is anticipated to be complete sometime between the Year 2030 and 2040. Thus, this improvement is assumed under cumulative conditions but not background conditions. The Freedom Circle Focus Area developments should either pay the North San José fee, or a fair-share contribution for this improvement.
54. Lawrence Expressway and Pruneridge Avenue
This City of Santa Clara intersection would operate at an acceptable LOS E under background conditions during the AM and PM peak hours. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to unacceptable LOS F during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures could reduce the vehicle trips associated with the Freedom Circle Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board approved improvement projects.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 70
Summary of Background Plus Project Conditions – Focus Area Buildout Table 11 presents a summary of the intersections that would be adversely affected under background plus project conditions with buildout of the Freedom Circle Focus Area and the improvements recommended. The table also shows the development level triggering the need for each improvement both as a percentage of the Freedom Circle Focus Area buildout and as the total daily vehicle trips generated by all parcels within the Focus Area. With the exception of planned improvements to intersections on County Expressways and planned multimodal improvements, to which the project would pay a fair-share contribution, the project will fully fund the improvements required to offset adverse effects identified under background plus project conditions.
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Table 11
Summary of Affected Intersections under Background Plus Project Conditions – Focus Area Buildout
Project
# Intersection Jurisdiction Recommended Improvements Responsib ility 2 Lawrence Expwy and Sandia Av/Lakehaven Dr SCC 13.6% % of Total Traffic 9,543
4 Lawrence Expressway and US 101 SB Ramps SCC 14.3% 100% 10,011
5 Lawrence Expressway and E. Arques Ave. SCC 25.8% % of Total Traffic (CMP) 18,084
17 Great America Parkway and Patrick Henry Drive SC 28.6% Add a second northbound left-turn lane 100% 20,021 Construct Class IV bikeway on Great America Parkway adjacent Plan Construct Class IV bikeway on Great America Parkway between SR 237 and Patrick Henry Drive (Bicycle Master Plan Update 2018) 100%
% of Total Traffic
18 Great America Pkwy and Mission College Blvd SC 24.1% 100% (CMP) 16,910
23 Bowers Avenue and Central Expressway SCC 52.6% % of Total Traffic (CMP) 36,882
27 Freedom Circle W and Mission College Blvd SC 15.2% 100% 10,654
28 Agnew/Freedom Circle E & Mission College Blvd SC 24.8% 100% 17,408
32 Mission College Blvd and Montague Expwy SCC 5.7% Construct partial grade separation % of Total Traffic (CMP) 4,010 (2040 Expressway Plan)
35 San Tomas Expressway and El Camino Real SCC 50.0% % of Total Traffic (CMP) 35,038
42 Scott Boulevard and Central Expressway SCC 69.0% Construct grade separated interchange % of Total Traffic (CMP) 48,328 (2040 Expressway Plan)
Add an eastbound right-turn lane; Remove west leg crosswalk; Relocate bus stops to the east side of the intersection; Restripe south leg with 1 left-turn, 1 left-turn/through, 1 right-turn lane; Make north leg and south leg split phase; Convert Hichborn Dr. to 2-way flow and add a signal at Great America Parkway.
Construct grade separated interchange
(2040 Expressway Plan)
Realign Wildwood Avenue to connect with Lawrence Expressway and create a new signalized intersection (VTP 2040)
Construct grade separated interchange
(Measure B Expressway Program)
Construct grade separated interchange
(2040 Expressway Plan)
Development Level
Triggering Need for
Improvement
% (daily trips)
Convert eastbound left-turn lane to a shared left-turn/right-turn lane Add a northbound right-turn lane
Convert Hichborn Drive from one-way (eastbound only) flow to two-way flow with a 60-feet right-of-way width, add a traffic signal at Great America Parkway and Hichborn Drive to allow left and right turns in and out, synchronize the new signal with the traffic signal at Great America Parkway and Mission College Boulevard, reduce the curb radius at the US 101 northbound off-ramp right turn to northbound Great America Parkway to 50 feet.
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Table 11 (continued)
Summary of Affected Intersections under Background Plus Project Conditions – Focus Area Buildout
Project
# Intersection Jurisdiction Recommended Improvements Responsibility1 43 Lafayette Street and Central Expressway SCC 62.3% Construct grade separated interchange % of Total Traffic (CMP) 43,683 (2040 Expressway Plan)
44 De la Cruz Boulevard and Central Expressway SCC 55.6% % of Total Traffic (CMP) 38,931
45 Agnew Rd/De La Cruz Blvd and Montague Expwy SCC 17.5% Implement measures identified in Multimodal Improvement Plan % of Total Traffic (CMP) 12,294
47 N. 1st Street and Montague Expressway SCC 31.3% Construct grade separated interchange % of Total Traffic (CMP) 21,898 (2040 Expressway Plan)
48 Zanker Road and Montague Expressway SCC 44.0%
(CMP) 30,802
50 McCarthy Blvd/O'Toole Av and Montague Expwy SCC 47.6% (CMP) 33,369
54 Lawrence Expressway and Pruneridge Avenue SCC 53.3% Construct grade separated interchange % of Total Traffic 37,373 (2040 Expressway Plan)
Notes:
SCC = Santa Clara County, SC = Santa Clara, SJ = San Jose, SV = Sunnyvale Widen Zanker Rd to 3 lanes in each direction from River Oaks Parkway to Trimble Rd and add a 2nd left-turn lane on both the NB and SB approaches (North San José Deficiency Plan)
Pay North San José fee or
fair-share contribution
Convert the existing HOV lanes on Central Expressway to mixed-flow lanes (VTP 2040)
Construct grade separated "square loop" interchange
(North San José Area Development Policy, Phase 3, 2017) Pay North San José fee or
fair-share contribution
Development Level
Triggering Need for
Improvement
% (daily trips)
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5. Cumulative Conditions
This chapter describes the roadway traffic operations under cumulative no project conditions, cumulative plus project conditions without Greystar, and cumulative plus project conditions including Greystar. Cumulative conditions represent the Year 2040. Cumulative no project conditions include all anticipated developments in the area including the buildout of the Patrick Henry Drive Specific Plan (PHDSP) Option 2 except development of the Freedom Circle Focus Area. Cumulative plus project conditions including Greystar were evaluated relative to cumulative plus project conditions without Greystar to identify adverse effects of the Greystar General Plan Amendment. Cumulative plus project conditions including Greystar also were evaluated relative to cumulative no project conditions to identify adverse effects of the Freedom Circle Focus Area Plan. This chapter describes cumulative improvements assumed in the Year 2040 transportation network, the procedure used to forecast cumulative traffic volumes, the resulting traffic conditions, and improvements recommended to alleviate adverse effects of the Greystar General Plan Amendment and the Freedom Circle Focus Area Plan.
Roadway Network under Cumulative Conditions
The transportation network under cumulative conditions is assumed to include all of the background transportation improvements described in Chapter 3 plus the following additional improvements at study intersections. The intersection improvements are planned CIP projects and improvements that will be funded by City Place as mitigation for buildout of the project. Figure 12 shows the lane configurations at the study intersections under cumulative conditions.
38. Calle Del Sol and Tasman Drive: reconfigure southbound approach to include two left-turn lanes and one right-turn lane with overlap phase.
40. Lafayette Street and Calle De Luna: reconstruct the westbound approach to include two left-turn lanes and one right-turn lane.
41. Lafayette Street and Agnew Road: add a second eastbound left-turn lane and a second southbound left-turn lane.
42. Scott Boulevard and Central Expressway: convert Central Expressway HOV lane to mixed-flow lane, resulting in 3 mixed-flow lanes in each direction (eastbound and westbound).
43. Lafayette Street and Central Expressway: convert Central Expressway HOV lane to mixed-flow lane, resulting in 3 mixed-flow lanes in each direction (eastbound and westbound).
44. De la Cruz Boulevard and Central Expressway: convert Central Expressway HOV lane to mixed-flow lane, resulting in 3 mixed-flow lanes in eastbound direction.
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46. Lick Mill Boulevar d and Montague Expressway: add a third southbound left-turn lane.
48. Zanker Road and Montague Expressway: widen Zanker Road to three lanes in northbound and southbound directions from River Oaks Parkway to Trimble Road; Add a second northbound left-turn lane and a second southbound left-turn lane.
50. McCarthy Boulevard/O’Toole Avenue and Montague Expressway: construction of a “square-loop” interchange to replace the at-grade intersection.
55. Bowers Avenue and Monroe Street: add a northbound left-turn lane and a southbound left-turn lane and change northbound and southbound approaches from split to protected left- turn phasing.
Cumulative plus project conditions assume the above transportation improvements and the same intersection lane configuration as shown in Figure 12.
Cumulative Traffic Volumes
Cumulative No Project Traffic Volumes
Traffic volumes under cumulative no project conditions (see Figure 13) were estimated using the CSC travel demand forecast model. The model land use assumptions reflect ABAG 2040 land use projections in most locations. In the vicinity of the Focus Area, the model assumes buildout of City Place and the Tasman East Specific Plan Area as well as development of an additional 1,500 dwelling units per a proposed Amendment to the Tasman East Specific Plan.
Cumulative no project conditions also assume buildout of the proposed Kylli site located immediately north of the PHDSP Area and the buildout of the PHDSP Option 2. As originally proposed, the Kylli mixed-use development totaled 10.61 million gross square feet. The application is currently on hold as Kylli works to prepare a reduced-density plan with reduced heights based on feedback from the FAA.
While the reduced density plan has not yet been finalized, for the purpose of this analysis, the Kylli site is assumed to contain 3,170 residential dwelling units, 3,060,000 s.f. of office space, approximately 250,000 s.f. of retail/restaurant space, a 300-room hotel, a 600-student elementary school and a 160- student day care.
The PHDSP Option 2 land uses under this cumulative scenario are assumed to include approximately 10,300 residential units and 1,095,000 s.f. of non-residential uses, including 785,000 s.f. of office space, 150,000 s.f. of retail space, a 45,000 s.f. library, 25,000 s.f. of community/civic uses, and 90,000 s.f. of flex space, which is assumed to be an equal mix of office space, retail space, and residential amenities.
Like under background no project conditions, cumulative no project conditions assume a modest level of job growth (approximately 13 percent) above the existing employment within the Freedom Circle Focus Area. In addition, cumulative no project conditions assume the construction of the approved Sobrato development at 4301 Great America Parkway, which would add 718,000 s.f. of office space to the existing uses.
While the ABAG land use data do not reflect any growth in enrollment at Mission College from 2018 to 2040, the forecasts were modified to reflect a ten percent increase in enrollment by the Year 2040 based on historic data obtained from the California Community Colleges Chancellor’s Office.
Generally, traffic volumes under Cumulative (Year 2040) conditions are greater than that under Background (Year 2030) conditions. However, trips generated by the proposed Kylli mixed-use development and the Patrick Henry Drive Specific Plan Area, which are assumed to be completed in
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the Year 2040 but not 2030, would displace other traffic resulting in a decrease in traffic volume for certain movements. For example, the eastbound through movement at the Tasman/Old Ironsides intersection would be approximately 350 vehicles lower under Cumulative Conditions than under Background Conditions during the PM peak hour due to the large increase in traffic (830 vehicles) that would be added to the northbound right-turn movement from the Kylli and PHDSP developments.
Cumulative Plus Project Traffic Volumes Without Greystar This scenario reflects full buildout of the Freedom Circle Focus Area with the exception of the Greystar site, which would remain vacant. Traffic volumes under cumulative plus project conditions without Greystar were estimated using the CSC travel demand forecast model. The land use assumptions outside the Focus Area are unchanged from the above cumulative no project scenario. Except for the Greystar site, the land uses assumptions within the Freedom Circle Focus Area are the same as under background plus project conditions (see Chapter 4). Like under background plus project conditions, the trips generated by the Focus Area development were estimated based on ITE trip rates and reductions for internal trips and transit usage based on CSC model estimates.
The development of Freedom Circle Focus Area without Greystar is estimated to generate 72,164 gross daily trips including 7,481 AM peak hour trips and 7,724 PM peak hour trips. After applying the trip reductions, the Focus Area development without Greystar is expected to generate 65,168 net daily vehicle trips, 6,723 (5,245 inbound and 1,478 outbound) net AM peak hour trips, and 7,021 (1,662 inbound and 5,359 outbound) net PM peak hour trips under cumulative conditions (see Table 12). See Figure 14 for traffic volumes under cumulative plus project conditions without Greystar.
Table 12
Project Trip Generation Estimates – Focus Area Without Greystar
Cumulative Plus Project Traffic Volumes Including Greystar This scenario reflects full buildout of the Freedom Circle Focus Area including the Greystar site. Traffic volumes under cumulative plus project including Greystar conditions were estimated using the CSC travel demand forecast model. The land use assumptions outside the Focus Area are unchanged from the above cumulative no project scenario. The land uses assumptions within the Freedom Circle Focus Area are the same as under background plus project conditions (see Chapter 4). Like under background plus project conditions, the trips generated by the Focus Area development were estimated based on ITE trip rates, a 25-percent pass-by trip reduction for retail uses, and reductions for internal trips and transit usage based on CSC model estimates.
Land Use Rate Trips
Mode
Share Rate In Out Total
Mode
Share Rate In Out Total
Mode
Share
Multifamily Housing (Mid-Rise) 2,500 Dwelling Units 5.44 13,600 0.36 234 666 900 0.44 671 429 1,100 Total Residential Trips 2,500 Dwelling Units 5.44 13,600 0.36 234 666 900 0.44 671 429 1,100 General Office Building 5,369,000 Square Feet 9.74 52,294 1.16 5,356 872 6,228 1.15 988 5,186 6,174 Hotel 750 Rooms 8.36 6,270 0.47 208 145 353 0.60 230 220 450 Total Employment Trips 5,369,000 Square Feet 58,564 5,564 1,017 6,581 1,218 5,406 6,624 Total Proposed Project Trips 72,164 100.0% 5,798 1,683 7,481 100.0% 1,889 5,835 7,724 100.0% Less Internal Trips (2,054) 2.8% (43) (43) (86) 1.1% (92) (92) (184) 2.4% Less External Public Transit Trips (4,942) 6.8% (510) (162) (672) 9.0% (135) (384) (519) 6.7% External Vehicle Trips 65,168 90.3% 5,245 1,478 6,723 89.9% 1,662 5,359 7,021 90.9% Source: Trip rates from ITE Trip Generation Manual, 10th Edition, 2017. Internal and transit trip reductions derived from CSC travel demand model.
AM Peak Hour PM Peak Hour
Daily Trips Trips
Size
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The gross project trips generated by the development of Freedom Circle Focus Area including Greystar remain the same as described in Chapter 4. After applying the trip reductions, the Focus Area development including Greystar is expected to generate 70,250 net daily vehicle trips, 7,070 (5,342 inbound and 1,728 outbound) net AM peak hour trips, and 7,438 (1,917 inbound and 5,521 outbound) net PM peak hour trips under cumulative conditions (see Table 13). See Figure 15 for traffic volumes under cumulative plus project conditions including Greystar.
Table 13
Project Trip Generation Estimates – Focus Area Including Greystar
Compared to Cumulative No Project Conditions, Cumulative traffic volumes with buildout of the Freedom Circle Focus Area including Greystar show substantial increases in traffic volumes in the peak commute directions due to the addition of a large number of jobs in an area that is already rich in jobs.
The buildout of the Freedom Circle Focus Area would also cause decreases in traffic volumes for some movements in the off-peak direction (eastbound Montague Expressway, for example) as the proposed new jobs would attract trips from residents in planned nearby residential developments such as the Patrick Henry Drive Specific Plan Area, the Kylli mixed-use site, the City Place development, and the Tasman East Specific Plan Area that would otherwise commute to other jobs farther away.
Land Use Rate Trips
Mode
Share Rate In Out Total
Mode
Share Rate In Out Total
Mode
Share
Multifamily Housing (Mid-Rise) 3,600 Dwelling Units 5.44 19,584 0.36 337 959 1,296 0.44 966 618 1,584 Total Residential Trips 3,600 Dwelling Units 5.44 19,584 0.36 337 959 1,296 0.44 966 618 1,584 General Office Building 5,369,000 Square Feet 9.74 52,294 1.16 5,356 872 6,228 1.15 988 5,186 6,174 Retail 2,000 Square Feet 37.75 76 0.94 1 1 2 3.81 4 4 8 Hotel 750 Rooms 8.36 6,270 0.47 208 145 353 0.60 230 220 450 Total Employment Trips 5,371,000 Square Feet 58,640 5,565 1,018 6,583 1,222 5,410 6,632 Total Proposed Project Trips 78,224 100.0% 5,902 1,977 7,879 100.0% 2,188 6,028 8,216 100.0% Less Internal Trips (2,430) 3.1% (54) (54) (108) 1.4% (107) (107) (214) 2.6% Less External Public Transit Trips (5,527) 7.1% (506) (195) (701) 8.9% (164) (398) (562) 6.8% Less Retail Passby Trips (17) 0.0% 00 0 0.0% (1) (1) (2) 0.0% External Vehicle Trips 70,250 89.8% 5,342 1,728 7,070 89.7% 1,917 5,521 7,438 90.5% Source: Trip rates from ITE Trip Generation Manual, 10th Edition, 2017. Internal and transit trip reductions derived from CSC travel demand model.
AM Peak Hour PM Peak Hour
Daily Trips Trips
Size
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Cumulative No Project Intersection Levels of Service
This scenario was developed as the baseline to identify the adverse effects attributable to the full buildout of the Freedom Circle Focus Area including the Greystar site. The results of the intersection level of service analysis show that the following 31 study intersections would operate at an unacceptable level during at least one peak hour under cumulative no project conditions (see Table 14).
1. Lawrence Expressway and Tasman Drive (PM peak hour)
2. Lawrence Expressway and Sandia Avenue/Lakehaven Drive (AM and PM peak hours)
5. Lawrence Expressway and E. Arques Ave (PM peak hour)
6. Patrick Henry Drive and Tasman Drive (AM and PM peak hours)
8. Old Ironsides Drive and Old Glory Lane (AM and PM peak hours)
9. Old Ironsides Drive and Patrick Henry Drive (AM and PM peak hours)
12. Great America Parkway and Great America Way (PM peak hour)
16. Great America Parkway and Old Glory Lane (AM and PM peak hours)
17. Great America Parkway and Patrick Henry Drive (AM and PM peak hours)
18. Great America Parkway and Mission College Boulevard (AM and PM peak hours)
23. Bowers Avenue and Central Expressway (AM and PM peak hours)
32. Mission College Boulevard and Montague Expressway (AM and PM peak hours)
33. San Tomas Expressway and Scott Boulevard (AM peak hour)
35. San Tomas Expressway and El Camino Real (AM and PM peak hours)
39. Lick Mill Boulevard and Tasman Drive (AM and PM peak hours)
41. Lafayette Street and Agnew Road (PM peak hour)
42. Scott Boulevard and Central Expressway (PM peak hour)
43. Lafayette Street and Central Expressway (PM peak hour)
44. De La Cruz Boulevard and Central Expressway (AM and PM peak hours)
45. Agnew Road/De La Cruz Boulevard and Montague Expressway (AM and PM peak hours)
46. Lick Mill Boulevard and Montague Expressway (PM peak hour)
47. N. 1st Street and Montague Expressway (AM and PM peak hours)
48. Zanker Road and Montague Expressway (AM and PM peak hours)
49. Trimble Road and Montague Expressway (PM peak hour)
51. Lawrence Expressway and Kifer Road (AM and PM peak hours)
52. Lawrence Expressway and Reed Avenue/Monroe Street (AM and PM peak hours)
54. Lawrence Expressway and Pruneridge Avenue (AM peak hour)
57. Kiely Boulevard and Benton Street (PM peak hour)
58. Kiely Boulevard and Homestead Road (PM peak hour)
All other study intersections would operate at acceptable levels during both the AM and PM peak hours of traffic. The intersection level of service calculation sheets are included in Appendix C.
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Table 14
Cumulative Intersection LOS without and with Focus Area Buildout
Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 1 Lawrence Expressway and Tasman Drive AM 66.5 E 64.2 E -10.7 -0.051 (CMP) PM 167.9 F 196.1 F 56.0 0.049
2 Lawrence Expwy and Sandia Av/Lakehaven Dr AM 135.1 F 158.0 F 49.8 0.156 PM OVFL F OVFL F OVFL 0.569
3 Lawrence Expressway and US 101 NB Ramps AM 11.7 B 11.9 B -0.3 0.029 PM 65.4 E 68.8 E 3.6 0.043
4 Lawrence Expressway and US 101 SB Ramps AM 19.2 B 32.1 C 21.0 0.091 PM 77.3 E 70.9 E -0.7 0.044
5 Lawrence Expressway and E. Arques Ave. AM 46.9 D 50.2 D 4.1 0.028 (CMP) PM 112.2 F 123.1 F 17.1 0.015
6 Patrick Henry Drive and Tasman Drive AM 61.0 E 82.4 F 40.6 0.089 PM 66.3 E 70.5 E -4.5 -0.008
7 Old Ironsides Drive and Tasman Drive AM 36.0 D 48.1 D 21.4 0.075 PM 47.7 D 64.6 E 9.7 0.066
8 Old Ironsides Drive and Old Glory Lane AM OVFL F OVFL F OVFL -65.584 66.8 E (Unsignalized) PM OVF L F OVF L F OVF L 0.085 121.7 F
9 Old Ironsides Drive and Patrick Henry Drive AM OVF L F 295.5 F -273.4 -10.339 (Unsignalized) PM OVF L F OVF L F -1992.0 -10.045
10 Great America Parkway and SR 237 WB Ramps AM 13.6 B 13.8 B 0.2 0.017 (CMP) PM 21.4 C 22.0 C 1.1 0.033
11 Great America Parkway and SR 237 EB Ramps AM 9.4 A 9.3 A 0.0 0.011 (CMP) PM 12.4 B 12.8 B 0.5 0.048
12 Great America Parkway and Great America Way AM 42.3 D 93.3 F 63.5 0.160 PM 67.6 E 91.5 F 30.3 0.056
13 Great America Pkwy and Old Mt View-Alviso Rd AM 16.9 B 18.4 B 2.0 0.076 PM 41.6 D 42.1 D 2.3 0.080
14 Great America Parkway and Bunker Hill Lane AM 11.7 B 11.6 B -0.2 -0.025 PM 25.7 C 30.1 C 5.9 0.063
15 Great America Parkway and Tasman Drive AM 48.0 D 48.6 D 4.8 0.024 (CMP) PM 52.7 D 54.0 D 4.5 0.009
16 Great America Parkway and Old Glory Lane AM 250.8 F OVF L F 49.9 0.112 50.6 D PM OVF L F OVF L F -3.3 -0.009 276.2 F
17 Great America Parkway and Patrick Henry Drive AM 275.9 F 234.4 F -73.1 -0.136 PM OVFL F OVFL F -59.4 -0.134
18 Great America Pkwy and Mission College Blvd AM 106.7 F 122.6 F 33.5 -0.276 90.3 F (CMP) PM 58.1 E 229.5 F 206.3 0.192 143.3 F
19 Great America Pkwy and US 101 NB Off Ramp AM 9.9 A 9.6 A 0.4 0.132 (CMP) PM 8.3 A 8.4 A 0.2 0.048
20 Bowers Avenue and US 101 SB Off Ramp AM 12.0 B 16.4 B 4.8 0.172 (CMP) PM 11.1 B 10.1 B -0.9 0.016
21 Bowers Avenue and Augustine Drive AM 28.6 C 28.7 C 0.6 0.060 PM 41.4 D 41.1 D -0.5 -0.008
22 Bowers Avenue and Scott Boulevard AM 60.3 E 60.6 E 3.9 -0.013 (CMP) PM 49.5 D 49.3 D -0.2 0.002
23 Bowers Avenue and Central Expressway AM 98.6 F 93.7 F -7.6 0.013 93.4 F (CMP) PM 126.5 F 129.7 F -8.5 -0.025 128.7 F
24 Bowers Avenue and Kifer Road/Walsh Avenue AM 39.2 D 38.8 D -0.3 0.012 PM 46.1 D 48.7 D 4.1 0.023
25 Mission College Loop and Mission College Blvd AM 12.6 B 12.4 B -0.6 -0.008 PM 23.2 C 21.5 C 0.6 0.069
Cumulative (2040) Conditions
With Project
Freedom Circle Buildout
(including Greystar)
w/ Improv & 10% TDM
No Project Freedom Circle Buildout
(including Greystar)
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Table 14 (cont.)
Cumulative Intersection LOS without and with Focus Area Buildout
Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 26 Marriott Dwy and Mission College Blvd AM 10.4 B 25.7 C 21.2 0.112 PM 18.0 B 25.8 C 8.9 0.018
27 Freedom Circle W and Mission College Blvd AM 11.0 B 73.6 E 90.8 0.450 49.5 D PM 32.0 C 168.8 F 196.4 0.456 36.0 D
28 Agnew/Freedom Circle E & Mission College Blvd AM 37.2 D 45.1 D 15.8 0.043 32.5 C PM 38.5 D 223.3 F 272.6 0.731 68.9 E
29 Great America employee entrance and Agnew Rd AM 3.5 A 4.7 A 1.7 0.151 PM 5.4 A 41.8 D 43.9 0.406
30 Juliette Lane and Mission College Boulevard AM 12.1 B 21.3 C 11.5 0.139 PM 22.0 C 22.2 C 0.3 0.055
31 Burton Drive and Mission College Boulevard AM 24.8 C 26.0 C 1.9 0.026 PM 18.6 B 18.7 B 0.0 0.001
32 Mission College Blvd and Montague Expwy AM 126.8 F 140.8 F 23.7 0.085 (CMP) PM 121.9 F 133.0 F 21.0 0.118
33 San Tomas Expressway and Scott Boulevard AM 166.3 F 156.3 F -22.2 0.022 (CMP) PM 66.6 E 69.8 E 5.7 0.021
34 San Tomas Expressway and Monroe Street AM 59.1 E 62.2 E 4.0 -0.004 (CMP) PM 53.3 D 54.8 D -0.2 0.010
35 San Tomas Expressway and El Camino Real AM 100.6 F 102.4 F 3.5 0.002 (CMP) PM 120.3 F 123.2 F 6.2 0.005
36 Convention Center and Tasman Drive AM 13.1 B 13.4 B 0.3 0.033 PM 14.4 B 14.8 B 0.8 0.028
37 Centennial Boulevard and Tasman Drive AM 35.3 D 36.3 D -2.0 -0.022 PM 41.6 D 42.1 D -1.2 -0.004
38 Calle Del Sol and Tasman Drive AM 26.3 C 24.6 C -2.4 0.014 PM 24.6 C 19.8 B -4.3 0.009
39 Lick Mill Boulevard and Tasman Drive AM 112.7 F 124.4 F 22.4 0.050 PM 79.4 E 98.0 F 52.7 0.141
40 Lafayette Street and Calle De Luna AM 22.4 C 22.3 C 0.0 0.021 PM 24.3 C 25.6 C -7.0 0.017
41 Lafayette Street and Agnew Road AM 42.5 D 63.7 E 31.7 0.059 PM 78.2 E 119.3 F 87.9 0.176
42 Scott Boulevard and Central Expressway AM 71.8 E 79.7 E 14.7 0.047 (CMP) PM 108.5 F 116.4 F 5.7 0.015
43 Lafayette Street and Central Expressway AM 55.9 E 57.7 E -1.3 0.020 (CMP) PM 81.5 F 82.9 F -1.7 0.019
44 De la Cruz Boulevard and Central Expressway AM 108.3 F 117.0 F 11.6 0.025 (CMP) PM 229.5 F 232.8 F 6.5 0.007
45 Agnew Rd/De La Cruz Blvd and Montague Expwy AM 116.8 F 99.9 F -23.4 -0.057 (CMP) PM 137.7 F 138.1 F -1.1 0.040
46 Lick Mill Boulevard and Montague Expressway AM 69.0 E 74.3 E 10.4 0.011 PM 104.8 F 131.7 F 46.7 0.033
47 N. 1st Street and Montague Expressway AM 187.9 F 197.9 F 17.6 0.027 (CMP) PM 179.7 F 147.0 F -34.0 0.117
Cumulative (2040) Conditions
With Project
Freedom Circle Buildout
(including Greystar)
w/ Improv & 10% TDM
No Project Freedom Circle Buildout
(including Greystar)
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Table 14 (cont.)
Cumulative Intersection LOS without and with Focus Area Buildout
Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 48 Zanker Road and Montague Expressway AM 80.8 F 80.7 F -1.4 0.000 (CMP) PM 74.4 E 64.7 E -19.3 -0.069
49 Trimble Road and Montague Expressway AM 42.3 D 41.1 D 0.1 0.001 (CMP) PM 150.6 F 156.7 F 17.9 -0.016
50 McCarthy Blvd/O'Toole Av and Montague Expwy AM -- -- -- -- -- -- -- (CMP) PM -- -- -- -- -- -- --
51 Lawrence Expressway and Kifer Road AM 190.5 F 194.2 F 7.9 0.009 PM 221.1 F 219.4 F -1.2 -0.015
52 Lawrence Expressway and Reed Ave/Monroe St AM 123.3 F 134.2 F 14.5 0.038 (CMP) PM 87.2 F 86.4 F -2.7 0.012
53 Lawrence Expressway and Homestead Road AM 53.5 D 55.6 E 4.0 0.034 (CMP) PM 76.7 E 76.8 E 0.4 0.010
54 Lawrence Expressway and Pruneridge Avenue AM 94.5 F 101.0 F 9.6 0.022 PM 73.3 E 72.0 E -3.6 0.010
55 Bowers Avenue and Monroe Street AM 32.1 C 32.4 C 0.4 0.004 PM 36.0 D 37.1 D 0.7 0.005
56 Bowers Ave/Kiely Boulevard and El Camino Real AM 30.2 C 30.2 C -0.1 0.010 (CMP) PM 33.4 C 34.0 C 1.0 0.008
57 Kiely Boulevard and Benton Street AM 41.8 D 42.0 D 0.4 0.008 PM 63.0 E 68.3 E 8.2 0.023
58 Kiely Boulevard and Homestead Road AM 42.6 D 43.6 D 1.7 0.014 PM 76.8 E 83.7 F 10.2 0.027
Notes:
Bold indicates a substandard level of service.
Bold indicates an adverse effect caused by the project.
OVFL indicates that the result is out of software calculation limits.
Cumulative (2040) Conditions
With Project
Freedom Circle Buildout
(including Greystar)
w/ Improv & 10% TDM
No Project Freedom Circle Buildout
(including Greystar)
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 93
Cumulative Plus Project Intersection Levels of Service Without Greystar This scenario reflects full buildout of the Freedom Circle Focus Area with the exception of the Greystar site, which would remain vacant. This scenario was developed as the baseline to identify the adverse effects attributable to the development of the Greystar General Plan Amendment. The results of the intersection level of service analysis under cumulative plus project conditions without Greystar show that the following 35 intersections would operate at an unacceptable level during at least one peak hour (see Table 15):
1. Lawrence Expressway and Tasman Drive (PM peak hour)
2. Lawrence Expressway and Sandia Avenue/Lakehaven Drive (AM and PM peak hours)
5. Lawrence Expressway and E. Arques Avenue (PM peak hour)
6. Patrick Henry Drive and Tasman Drive (AM and PM peak hours)
7. Old Ironsides Drive and Tasman Drive (PM peak hour)
8. Old Ironsides Drive and Old Glory Lane (AM and PM peak hours)
9. Old Ironsides Drive and Patrick Henry Drive (AM and PM peak hours)
12. Great America Parkway and Great America Way (AM and PM peak hours)
16. Great America Parkway and Old Glory Lane (AM and PM peak hours)
17. Great America Parkway and Patrick Henry Drive (AM and PM peak hours)
18. Great America Parkway and Mission College Boulevard (AM and PM peak hours)
23. Bowers Avenue and Central Expressway (AM and PM peak hours)
25. Mission College Loop and Mission College Boulevard (PM peak hour)
27. Freedom Circle (W) and Mission College Boulevard (AM and PM peak hours)
28. Agnew Road/Freedom Circle (E) and Mission College Boulevard (PM peak hour)
32. Mission College Boulevard and Montague Expressway (AM and PM peak hours)
33. San Tomas Expressway and Scott Boulevard (AM peak hour)
35. San Tomas Expressway and El Camino Real (AM and PM peak hours)
39. Lick Mill Boulevard and Tasman Drive (AM and PM peak hours)
41. Lafayette Street and Agnew Road (AM and PM peak hours)
42. Scott Boulevard and Central Expressway (PM peak hour)
43. Lafayette Street and Central Expressway (PM peak hour)
44. De La Cruz Boulevard and Central Expressway (AM and PM peak hours)
45. Agnew Road/De La Cruz Boulevard and Montague Expressway (AM and PM peak hours)
46. Lick Mill Boulevard and Montague Expressway (PM peak hour)
47. N. 1st Street and Montague Expressway (AM and PM peak hours)
48. Zanker Road and Montague Expressway (AM and PM peak hours)
49. Trimble Road and Montague Expressway (PM peak hour)
51. Lawrence Expressway and Kifer Road (AM and PM peak hours)
52. Lawrence Expressway and Monroe Street (AM and PM peak hours)
54. Lawrence Expressway and Pruneridge Avenue (AM peak hour)
57. Kiely Boulevard and Benton Street (PM peak hour)
58. Kiely Boulevard and Homestead Road (PM peak hour)
All other study intersections would operate at acceptable levels during both the AM and PM peak hours of traffic. The intersection level of service calculation sheets are included in Appendix C.
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Table 15
Cumulative Intersection LOS without and with Greystar
Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 1 Lawrence Expressway and Tasman Drive AM 64.1 E 64.2 E -0.2 0.001 (CMP) PM 195.7 F 196.1 F 0.4 0.006
2 Lawrence Expwy and Sandia Av/Lakehaven Dr AM 158.8 F 158.0 F 1.4 0.002 PM OVF L F OVF L F 3.7 0.010
3 Lawrence Expressway and US 101 NB Ramps AM 11.9 B 11.9 B -0.1 -0.005 PM 70.1 E 68.8 E -2.3 0.002
4 Lawrence Expressway and US 101 SB Ramps AM 31.3 C 32.1 C 1.3 0.000 PM 69.8 E 70.9 E 2.9 0.005
5 Lawrence Expressway and E. Arques Ave. AM 50.4 D 50.2 D -0.1 0.000 (CMP) PM 123.7 F 123.1 F -0.7 -0.001
6 Patrick Henry Drive and Tasman Drive AM 82.0 F 82.4 F 0.3 0.001 PM 70.0 E 70.5 E 1.7 0.005
7 Old Ironsides Drive and Tasman Drive AM 47.2 D 48.1 D 1.6 0.004 PM 62.1 E 64.6 E 4.0 0.011 64.5 E
8 Old Ironsides Drive and Old Glory Lane AM OVF L F OVF L F OVF L 1.752 67.4 E (Unsignalized) PM OVF L F OVF L F OVF L -0.025 122.1 F
9 Old Ironsides Drive and Patrick Henry Drive AM 298.5 F 295.5 F -3.1 -0.142 (Unsignalized) PM OVF L F OVF L F -19.5 -0.065
10 Great America Parkway and SR 237 WB Ramps AM 13.8 B 13.8 B 0.0 -0.001 (CMP) PM 21.9 C 22.0 C 0.1 0.003
11 Great America Parkway and SR 237 EB Ramps AM 9.3 A 9.3 A 0.0 0.000 (CMP) PM 12.8 B 12.8 B 0.1 0.003
12 Great America Parkway and Great America Way AM 100.9 F 93.3 F -8.7 -0.017 PM 89.0 F 91.5 F 3.0 0.008
13 Great America Pkwy and Old Mt View-Alviso Rd AM 18.5 B 18.4 B -0.1 -0.003 PM 42.1 D 42.1 D 0.2 0.005
14 Great America Parkway and Bunker Hill Lane AM 11.6 B 11.6 B 0.0 0.001 PM 29.3 C 30.1 C 1.0 0.009
15 Great America Parkway and Tasman Drive AM 48.7 D 48.6 D 0.2 0.009 (CMP) PM 54.8 D 54.0 D -2.1 -0.006
16 Great America Parkway and Old Glory Lane AM OVFL F OVFL F -0.7 -0.001 PM OVF L F OVF L F 1.6 0.004
17 Great America Parkway and Patrick Henry Drive AM 224.4 F 234.4 F 14.5 0.032 89.2 F PM OVF L F OVF L F 5.8 0.013 284.8 F
18 Great America Pkwy and Mission College Blvd AM 115.4 F 122.6 F 14.2 0.028 90.3 F (CMP) PM 220.0 F 229.5 F 20.1 0.034 143.3 F
19 Great America Pkwy and US 101 NB Off Ramp AM 9.6 A 9.6 A 0.0 0.000 (CMP) PM 8.4 A 8.4 A 0.0 -0.001
20 Bowers Avenue and US 101 SB Off Ramp AM 16.6 B 16.4 B 0.0 0.004 (CMP) PM 9.2 A 10.1 B 0.8 0.010
21 Bowers Avenue and Augustine Drive AM 27.6 C 28.7 C 2.3 0.018 PM 40.8 D 41.1 D 0.4 0.004
22 Bowers Avenue and Scott Boulevard AM 60.0 E 60.6 E 0.5 -0.013 (CMP) PM 48.8 D 49.3 D 0.8 0.004
23 Bowers Avenue and Central Expressway AM 93.8 F 93.7 F -0.1 -0.001 (CMP) PM 129.6 F 129.7 F 0.3 0.003
24 Bowers Avenue and Kifer Road/Walsh Avenue AM 39.2 D 38.8 D -0.6 -0.005 PM 47.5 D 48.7 D 2.1 0.011
25 Mission College Loop and Mission College Blvd AM 12.6 B 12.4 B -0.6 0.014 PM 21.4 C 21.5 C 0.0 0.001
F reedom Circle
(without
G reystar)
Freedom Circle Buildout
(including Greystar)
Freedom Circle Buildout
(including Greystar)
w/ Improv & 10% TDM
Cumulative (2040) Conditions
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 95
Table 15 (cont.)
Cumulative Intersection LOS without and with Greystar
Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 26 Marriott Dwy and Mission College Blvd AM 23.5 C 25.7 C 3.4 0.029 PM 26.1 C 25.8 C 0.3 0.016
27 Freedom Circle W and Mission College Blvd AM 64.4 E 73.6 E 14.1 0.041 49.5 D PM 151.7 F 168.8 F 24.3 0.052 36.0 D
28 Agnew/Freedom Circle E & Mission College Blvd AM 40.8 D 45.1 D 6.7 0.056 33.6 C PM 213.2 F 223.3 F 14.4 0.033 85.5 F
29 Great America employee entrance and Agnew Rd AM 4.7 A 4.7 A 0.1 0.004 PM 39.7 D 41.8 D 2.6 0.009
30 Juliette Lane and Mission College Boulevard AM 20.4 C 21.3 C 0.9 0.000 PM 22.6 C 22.2 C 0.0 0.001
31 Burton Drive and Mission College Boulevard AM 26.1 C 26.0 C -0.1 -0.001 PM 18.8 B 18.7 B 0.0 0.000
32 Mission College Blvd and Montague Expwy AM 135.7 F 140.8 F 7.4 0.023 (CMP) PM 130.9 F 133.0 F 3.7 0.016
33 San Tomas Expressway and Scott Boulevard AM 152.7 F 156.3 F 6.7 0.004 (CMP) PM 69.1 E 69.8 E 1.3 0.002
34 San Tomas Expressway and Monroe Street AM 62.8 E 62.2 E -1.3 -0.005 (CMP) PM 54.9 D 54.8 D -6.6 -0.102
35 San Tomas Expressway and El Camino Real AM 103.8 F 102.4 F -2.0 -0.004 (CMP) PM 123.4 F 123.2 F -0.3 -0.003
36 Convention Center and Tasman Drive AM 13.4 B 13.4 B 0.1 0.004 PM 14.8 B 14.8 B 0.0 0.000
37 Centennial Boulevard and Tasman Drive AM 36.0 D 36.3 D -2.8 -0.035 PM 42.0 D 42.1 D 0.9 0.005
38 Calle Del Sol and Tasman Drive AM 24.6 C 24.6 C 0.0 0.003 PM 19.8 B 19.8 B 0.0 0.001
39 Lick Mill Boulevard and Tasman Drive AM 123.9 F 124.4 F 0.6 0.001 PM 97.2 F 98.0 F 0.5 0.001
40 Lafayette Street and Calle De Luna AM 22.4 C 22.3 C 0.0 0.000 PM 25.6 C 25.6 C 0.1 0.002
41 Lafayette Street and Agnew Road AM 61.9 E 63.7 E 3.0 0.008 PM 116.8 F 119.3 F 4.3 0.008
42 Scott Boulevard and Central Expressway AM 79.5 E 79.7 E 0.4 0.003 (CMP) PM 114.4 F 116.4 F 1.8 0.004
43 Lafayette Street and Central Expressway AM 57.7 E 57.7 E 0.3 0.004 (CMP) PM 83.0 F 82.9 F -1.6 -0.001
44 De la Cruz Boulevard and Central Expressway AM 119.1 F 117.0 F -2.6 -0.002 (CMP) PM 231.6 F 232.8 F 1.4 0.003
45 Agnew Rd/De La Cruz Blvd and Montague Expwy AM 98.9 F 99.9 F -0.2 -0.002 (CMP) PM 136.9 F 138.1 F 1.2 0.003
46 Lick Mill Boulevard and Montague Expressway AM 73.1 E 74.3 E 2.1 0.004 PM 129.4 F 131.7 F 4.0 0.003
47 N. 1st Street and Montague Expressway AM 198.1 F 197.9 F 0.5 0.003 (CMP) PM 145.6 F 147.0 F 1.3 0.003
F reedom Circle
(without
G reystar)
Freedom Circle Buildout
(including Greystar)
Freedom Circle Buildout
(including Greystar)
w/ Improv & 10% TDM
Cumulative (2040) Conditions
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 96
Table 15 (cont.)
Cumulative Intersection LOS without and with Greystar
Cumulative Plus Project Intersection Levels of Service Including Greystar The following study intersections would operate at unacceptable levels of service under cumulative plus project conditions including Greystar.
1. Lawrence Expressway and Tasman Drive (PM peak hour)
2. Lawrence Expressway and Sandia Avenue/Lakehaven Drive (AM and PM peak hours)
5. Lawrence Expressway and E. Arques Avenue (PM peak hour)
6. Patrick Henry Drive and Tasman Drive (AM and PM peak hours)
7. Old Ironsides Drive and Tasman Drive (PM peak hour)
8. Old Ironsides Drive and Old Glory Lane (AM peak hour)
12. Great America Parkway and Great America Way (AM and PM peak hours)
16. Great America Parkway and Old Glory Lane (AM and PM peak hours)
17. Great America Parkway and Patrick Henry Drive (AM and PM peak hours)
18. Great America Parkway and Mission College Boulevard (AM and PM peak hours)
23. Bowers Avenue and Central Expressway (AM and PM peak hours)
27. Freedom Circle (W) and Mission College Boulevard (AM and PM peak hours)
28. Agnew Road/Freedom Circle (E) and Mission College Boulevard (PM peak hour)
32. Mission College Boulevard and Montague Expressway (AM and PM peak hours)
33. San Tomas Expressway and Scott Boulevard (AM peak hour) Incr. In Incr. In
Peak Avg Avg Crit. Crit. Avg
# Intersection Hour Delay LOS Delay LOS Delay V/C Delay LOS 48 Zanker Road and Montague Expressway AM 81.7 F 80.7 F -1.5 -0.001 (CMP) PM 65.3 E 64.7 E -1.1 -0.003
49 Trimble Road and Montague Expressway AM 40.7 D 41.1 D -0.1 -0.001 (CMP) PM 155.7 F 156.7 F 1.0 0.000
50 McCarthy Blvd/O'Toole Av and Montague Expwy AM -- -- -- -- -- -- -- (CMP) PM -- -- -- -- -- -- --
51 Lawrence Expressway and Kifer Road AM 193.9 F 194.2 F 0.0 -0.002 PM 217.4 F 219.4 F 2.8 0.005
52 Lawrence Expressway and Reed Ave/Monroe St AM 134.8 F 134.2 F -1.1 -0.004 (CMP) PM 85.4 F 86.4 F 3.0 0.009
53 Lawrence Expressway and Homestead Road AM 55.6 E 55.6 E 0.1 0.000 (CMP) PM 75.8 E 76.8 E 2.1 0.009
54 Lawrence Expressway and Pruneridge Avenue AM 101.2 F 101.0 F -0.5 -0.001 PM 71.6 E 72.0 E 0.6 0.002
55 Bowers Avenue and Monroe Street AM 33.1 C 32.4 C -1.0 -0.021 PM 36.9 D 37.1 D 0.0 0.001
56 Bowers Ave/Kiely Boulevard and El Camino Real AM 30.4 C 30.2 C -0.3 -0.004 (CMP) PM 33.7 C 34.0 C 0.5 0.006
57 Kiely Boulevard and Benton Street AM 48.7 D 42.0 D -9.6 -0.093 PM 66.3 E 68.3 E 3.2 0.009
58 Kiely Boulevard and Homestead Road AM 51.9 D 43.6 D -13.1 -0.078 PM 83.7 F 83.7 F 0.0 0.000
Notes:
Bold indicates a substandard level of service.
Bold indicates an adverse effect caused by the project.
OVFL indicates that the result is out of software calculation limits.
Freedom Circle
(without
G reystar)
Freedom Circle Buildout
(including Greystar)
Freedom Circle Buildout
(including Greystar)
w/ Improv & 10% TDM
Cumulative (2040) Conditions
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 97
35. San Tomas Expressway and El Camino Real (AM and PM peak hours)
39. Lick Mill Boulevard and Tasman Drive (AM and PM peak hours)
41. Lafayette Street and Agnew Road (AM and PM peak hours)
42. Scott Boulevard and Central Expressway (PM peak hour)
43. Lafayette Street and Central Expressway (PM peak hour)
44. De La Cruz Boulevard and Central Expressway (AM and PM peak hours)
45. Agnew Road/De La Cruz Boulevard and Montague Expressway (AM and PM peak hours)
46. Lick Mill Boulevard and Montague Expressway (PM peak hour)
47. N. 1
st Street and Montague Expressway (AM and PM peak hours)
48. Zanker Road and Montague Expressway (AM and PM peak hours)
49. Trimble Road and Montague Expressway (PM peak hour)
51. Lawrence Expressway and Kifer Road (AM and PM peak hours)
52. Lawrence Expressway and Monroe Street (AM and PM peak hours)
54. Lawrence Expressway and Pruneridge Avenue (AM peak hour)
57. Kiely Boulevard and Benton Street (PM peak hour)
58. Kiely Boulevard and Homestead Road (PM peak hour)
The intersection level of service calculation sheets are included in Appendix C. The intersection levels of service under cumulative plus project conditions including Greystar were compared against cumulative no project conditions to identify the adverse effects attributable to the full buildout of the Freedom Circle Focus Area.
Compared to results under cumulative no project conditions, buildout of the Freedom Circle Focus Area would cause adverse effects at the following 26 intersections (see Table 14):
1. Lawrence Expressway and Tasman Drive (PM peak hour)
2. Lawrence Expressway and Sandia Avenue/Lakehaven Drive (AM and PM peak hours)
5. Lawrence Expressway and E. Arques Avenue (PM peak hour)
6. Patrick Henry Drive and Tasman Drive (AM peak hour)
7. Old Ironsides Drive and Tasman Drive (PM peak hour)
8. Old Ironsides Drive and Old Glory Lane (PM peak hour)
12. Great America Parkway and Great America Way (AM and PM peak hours)
16. Great America Parkway and Old Glory Lane (AM peak hour)
18. Great America Parkway and Mission College Boulevard (PM peak hour)
23. Bowers Avenue and Central Expressway (AM peak hour)
27. Freedom Circle (W) and Mission College Boulevard (AM and PM peak hours)
28. Agnew Road/Freedom Circle (E) and Mission College Boulevard (PM peak hour)
32. Mission College Boulevard and Montague Expressway (AM peak hour)
33. San Tomas Expressway and Scott Boulevard (AM peak hour)
39. Lick Mill Boulevard and Tasman Drive (AM and PM peak hours)
41. Lafayette Street and Agnew Road (AM and PM peak hours)
42. Scott Boulevard and Central Expressway (PM peak hour)
43. Lafayette Street and Central Expressway (PM peak hour)
44. De La Cruz Boulevard and Central Expressway (AM peak hour)
45. Agnew Road/De La Cruz Boulevard and Montague Expressway (PM peak hour)
46. Lick Mill Boulevard and Montague Expressway (PM peak hour)
47. N. 1
st Street and Montague Expressway (AM and PM peak hours)
52. Lawrence Expressway and Monroe Street (AM peak hour)
54. Lawrence Expressway and Pruneridge Avenue (AM peak hour)
57. Kiely Boulevard and Benton Street (PM peak hour)
58. Kiely Boulevard and Homestead Road (PM peak hour)
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 98
The intersection levels of service under cumulative plus project conditions including Greystar were compared against cumulative plus project conditions without Greystar to identify adverse effects attributable to the development of the Greystar General Plan Amendment. Compared to the results under cumulative plus project conditions without Greystar, the Greystar General Plan Amendment would cause adverse effects at the following seven intersections: (see Table 15).
7. Old Ironsides Drive and Tasman Drive (PM peak hour)
8. Old Ironsides Drive and Old Glory Lane (AM peak hour)
17. Great America Parkway and Patrick Henry Drive (AM and PM peak hours)
18. Great America Parkway and Mission College Boulevard (AM and PM peak hours)
27. Freedom Circle (W) and Mission College Boulevard (AM and PM peak hours)
28. Agnew Road/Freedom Circle (E) and Mission College Boulevard (PM peak hour)
32. Mission College Boulevard and Montague Expressway (AM and PM peak hours)
The adverse effects and proposed improvements to alleviate the deficiencies for Greystar only and for Freedom Circle buildout are described below.
Adverse Effects and Recommended Improvements Solely for Greystar This section discusses the adverse effects solely attributable to the development of the Greystar site under cumulative conditions and proposed improvements to address the deficiencies. It should be noted that adverse effects on intersection operations do not constitute significant impacts under CEQA.
The Greystar development will include TDM measures to achieve a 10 percent reduction in VMT per the City’s Climate Action Plan. A sensitivity analysis was conducted to determine if a reduction in project vehicle trips due to TDM would avoid any of the adverse effects at study intersections.
7. Old Ironsides Drive and Tasman Drive
This City of Santa Clara intersection would operate at an unacceptable LOS E cumulative plus project conditions without Greystar during the PM peak hour. The development of the Greystar site would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by installing a second westbound left-turn lane and a second northbound right-turn lane. The addition of a second westbound left-turn lane is considered to be infeasible as it would require the acquisition of additional right of way on the northeast quadrant of the intersection. Furthermore, as described above, dual northbound right-turn lanes are not recommended because they would adversely affect cyclists and pedestrians and conflict with City policies.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. A sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would cause a decrease in critical v/c ratio such that the project would not be considered to have an adverse effect on intersection operations. Thus, TDM measures are expected to be sufficient to avoid the adverse effect without any physical improvements at this intersection.
8. Old Ironsides Drive and Old Glory Lane
This unsignalized intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative plus project conditions without Greystar during the AM and PM peak hours. The poor level of service is due to the trips associated with buildout of the Patrick Henry Specific Plan and the proposed Kylli mixed-use development, which would have access via the west leg at this intersection.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 99
The development of the Greystar site would exacerbate the deficiency at this intersection. Furthermore, the intersection is expected to satisfy the peak-hour signal warrant. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by installing a traffic signal, adding a second southbound left-turn lane, a second eastbound through lane, an exclusive northbound right-turn lane, an exclusive eastbound right-turn lane, and an exclusive westbound left-turn lane. With the recommended improvements and a 10 percent TDM reduction, the intersection would continue to operate at an unacceptable LOS E or LOS F, however the delay would be less than that under cumulative plus project conditions without Greystar. Greystar should provide fair-share funding towards this improvement.
17. Great America Parkway and Patrick Henry Drive
This City of Santa Clara intersection would operate at an unacceptable LOS F under cumulative plus project conditions without Greystar during the AM and PM peak hours. The development of the Greystar site would cause the intersection’s average critical movement delay to increase by more than
4.0 seconds and the critical v/c to increase by more than 0.01 during both AM and PM peak hours. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by constructing a second northbound left-turn lane. While the intersection is expected to operate at an unacceptable LOS F during the AM and PM peak hours with the recommended dual northbound left-turn lanes and a 10 percent TDM reduction, the average delay would be less than under cumulative plus project without Greystar conditions. Thus, the recommended improvement plus TDM measures would be sufficient to fully offset the adverse effect on intersection operations. Greystar should provide fair-share funding towards this improvement.
18. Great America Parkway and Mission College Boulevard This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative plus project conditions without Greystar during the AM and PM peak hours. The development of the Greystar site would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM and PM peak hours. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Greystar site could reduce the vehicle trips associated with the development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction for Greystar would not be sufficient to avoid the adverse effect on intersection operations.
The adverse effect at this intersection could be lessened by converting Hichborn Drive from one-way (eastbound only) flow to two-way flow with a 60-foot right-of-way width, adding a traffic signal at Great America Parkway and Hichborn Drive to allow left and right in and out, and synchronizing the new signal with the traffic signal at Great America Parkway and Mission College Boulevard. In addition, the US 101 northbound off-ramp right turn to northbound Great America Parkway would be modified to reduce the curb radius to 50 feet. With the recommended improvements and a 10 percent TDM reduction, the intersection is expected to continue to operate an unacceptable LOS F during the AM and PM peak hours. However, the average delay would decrease compared to cumulative plus project conditions without Greystar. Thus, the recommended improvements plus TDM measures would be sufficient to fully offset the adverse effect on intersection operations. Greystar should provide fair-share funding towards the improvements at Great America Parkway and Hichborn Drive.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 100
27. Freedom Circle (W) and Mission College Boulevard
This City of Santa Clara intersection would operate at an unacceptable LOS E and F under cumulative plus project conditions without Greystar during the AM and PM peak hours, respectively. The development of the Greystar site would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM and PM peak hours. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by adding an eastbound right-turn, removing the crosswalk on the eastbound leg, relocating bus stops to the east side of the intersection, restriping the northbound approach for one right-turn lane, one shared through/left-turn lane and one left-turn lane, and implementing split-phase signal control on the north and south legs. The construction of these improvements along with the planned Class IV separated bike lanes on Mission College Boulevard would require widening Mission College Boulevard and require the dedication of additional right of way on the east side of the intersection. The dedication is required to install a far side bus stop and near side bus stop in accordance with VTA Bus Stop and Passenger Facilities Standards. Intersection operations could be further improved by the proposed improvements at Great America Parkway and Hichborn Drive: converting Hichborn Drive from one-way (eastbound only) flow to two-way flow and adding a traffic signal at Great America Parkway and Hichborn Drive to allow left and right turns in and out. This roadway network change would provide another route out of the Freedom Circle Focus Area and thus reduce the northbound left-turn volume at the Freedom Circle W/Mission College Boulevard intersection. With the recommended improvements on the eastbound and northbound approaches, improvements at Great America Parkway and Hichborn Drive, and a 10 percent TDM reduction, the intersection is expected to operate an acceptable LOS D during both the AM and PM peak hours. Thus, the recommended improvements plus TDM measures would be sufficient to fully offset the adverse effect on intersection operations. Greystar should provide fair-share funding towards these improvements.
28. Agnew Road/Freedom Circle (E) and Mission College Boulevard This City of Santa Clara intersection would operate at an unacceptable LOS F under cumulative plus project conditions without Greystar during the PM peak hour. The development of the Greystar site would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by adding a second eastbound left-turn lane and widening the northbound approach to include one left-turn lane, one through lane, and two right-turn lanes. The addition of a second lane on the north leg (Agnew Road) to receive the dual eastbound left-turn lanes would require the dedication of right of way from adjacent properties within the Freedom Circle Focus Area and/or narrowing the sidewalk and thus is considered to be infeasible. Furthermore, as described above, dual right-turn lanes are not recommended as they would adversely affect cyclists and pedestrians and conflict with City of Santa Clara policies. Thus, only the addition of a single northbound right-turn lane is recommended. While the intersection would continue to operate at LOS F during the PM peak hour with the recommended improvement on the northbound approach and a 10 percent TDM reduction, the average delay would be less than under cumulative plus project conditions without Greystar. Thus, the recommended improvement plus TDM measures would be sufficient to fully offset the adverse effect on intersection operations. Greystar should provide fair-share funding towards this improvement.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 101
32. Mission College Boulevard and Montague Expressway
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative plus project conditions without Greystar during the AM peak hour. During the AM peak hour, the intersection’s average critical movement delay would increase by more than 4.0 seconds and the critical v/c would increase by more the 0.010. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Greystar site could reduce the vehicle trips associated with the development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction for Greystar would not be sufficient to avoid the adverse effect on intersection operations.
Intersection operations could be improved by constructing a partial grade separation with a flyover from eastbound Montague Expressway to northbound Mission College Boulevard. This improvement was identified as part of the 2040 Expressway Plan. Greystar should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
Adverse Effects and Recommended Improvements for Focus Area Buildout This section discusses the adverse effects associated with buildout of the Freedom Circle Focus Area under cumulative conditions and proposed improvements to address the deficiencies. It should be noted that adverse effects on intersection operations do not constitute significant impacts under CEQA.
The Freedom Circle Focus Area will include TDM measures to achieve a 10 percent reduction in VMT per the City’s Climate Action Plan. A sensitivity analysis was conducted to determine if a reduction in project vehicle trips due to TDM would avoid any of the adverse effects at study intersections.
1. Lawrence Expressway and Tasman Drive
This CMP intersection in the City of Sunnyvale would operate at an unacceptable LOS F under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01. This constitutes an adverse effect on intersection operations.
Operation of the Lawrence/Tasman intersection could be improved by adding a westbound right-turn lane. However, this improvement is not feasible since it would require acquisition of additional right of way and result in a significant loss of parking on the adjacent commercial development. Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The County identified an improvement that would depress the light rail transit (LRT) line under this intersection as part of the 2040 Expressway Plan. Depressing the LRT would reduce delay for both trains and vehicle traffic. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
2. Lawrence Expressway and Sandia Avenue/Lakehaven Drive This City of Sunnyvale intersection would operate at an unacceptable LOS F under cumulative no project conditions during the AM and PM peak hours. The buildout of the Freedom Circle Focus Area Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 102
would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM and PM peak hours. This constitutes an adverse effect on intersection operations.
As described in Chapter 4, improvements to the at-grade intersection are not feasible due to right of way constraints and impacts on adjacent properties. Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The Long-Range Transportation Plan for Santa Clara County (VTP2040) lists a project (VTP ID# R39) that would realign Wildwood Avenue to connect directly with Lawrence Expressway and create a new signalized intersection at Lawrence Expressway and Wildwood Avenue. This improvement would have a beneficial effect on traffic operations at the Lawrence/Sandia/Lakehaven intersection. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement.
5. Lawrence Expressway and E. Arques Avenue
This CMP intersection in the City of Sunnyvale would operate at an unacceptable LOS F under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by 17.1 seconds and the critical v/c to increase by 0.015 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
6. Patrick Henry Drive and Tasman Drive
This City of Santa Clara intersection is expected to operate at an unacceptable LOS E under cumulative no project conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Vehicle delay at this intersection could be reduced by installing a second eastbound right-turn lane.
However, as stated previously, dual right-turn lanes are not recommended because they would adversely affect cyclists and pedestrians and conflict with City policies.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The adverse effect at this intersection could be lessened by the construction of a Class IV separated bikeway on Great America Parkway. This improvement, which is identified in the City’s Bicycle Master Plan Update 2018, would encourage cycling by adding a physical barrier between the existing bike lane and the vehicular travel lane, thereby increasing the comfort level for cyclists. Adjacent to the Focus Area, the bikeway improvement will be constructed as part of the Focus Area Plan. Beyond the Focus Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 103
Area (between Patrick Henry Drive and SR 237), Freedom Circle area stakeholders will pay a fair share fee for future construction of the bikeway on Great America Parkway.
7. Old Ironsides Drive and Tasman Drive
This City of Santa Clara intersection would operate at an acceptable LOS D under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS E during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by installing a second westbound left-turn lane and a second northbound right-turn lane. The addition of a second westbound left-turn lane is considered to be infeasible as it would require the acquisition of additional right of way on the northeast quadrant of the intersection. Furthermore, as described above, dual northbound right-turn lanes are not recommended because they would adversely affect cyclists and pedestrians and conflict with City policies.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The adverse effect at this intersection could be lessened by the construction of a Class IV separated bikeway on Great America Parkway. This improvement is identified in the City’s Bicycle Master Plan Update 2018. Adjacent to the Focus Area, the bikeway improvement will be constructed as part of the Focus Area Plan. Beyond the Focus Area (between Patrick Henry Drive and SR 237), Freedom Circle area stakeholders will pay a fair share fee for future construction of the bikeway on Great America Parkway.
Furthermore, the Bicycle Master Plan lists a spot improvement at this intersection that would tighten the curb radius on the northeast corner. The Freedom Circle Focus Area developments should provide fair- share funding towards these improvements.
8. Old Ironsides Drive and Old Glory Lane
This unsignalized intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative no project conditions during the AM and PM peak hours. The poor level of service is due to the trips associated with buildout of the Patrick Henry Specific Plan and the proposed Kylli mixed-use development, which would have access via the west leg at this intersection. The buildout of the Freedom Circle Focus Area would exacerbate the deficiency at this intersection. Furthermore, the intersection is expected to satisfy the peak-hour signal warrant. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by installing a traffic signal, adding a second southbound left-turn lane, a second eastbound through lane, an exclusive northbound right-turn lane, an exclusive eastbound right-turn lane, and an exclusive westbound left-turn lane. With the recommended improvements and a 10 percent TDM reduction, the intersection would continue to operate at an unacceptable LOS E or LOS F, however the delay would be less than that under cumulative no project conditions. The Freedom Circle Focus Area developments should provide fair-share funding towards these improvements.
12. Great America Parkway and Great America Way
This City of Santa Clara intersection would operate at an acceptable LOS D during the AM peak hour and an unacceptable LOS E during the PM peak hour under cumulative no project conditions. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 104
LOS F during the AM peak hour and would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
Intersection operations could be improved by adding a northbound right-turn lane. This improvement is not considered feasible as it would require acquisition of additional right-of-way. Intersection operations could be improved by the construction of a Class IV separated bikeway on Great America Parkway.
This multimodal improvement, which is identified in the City’s Bicycle Master Plan Update 2018, would encourage residents and employees to leave their vehicles at home by adding a physical barrier between the existing bike lane and the vehicular travel lane, thereby increasing the comfort level for cyclists. Adjacent to the Focus Area, the bikeway improvement will be constructed as part of the Focus Area Plan. Beyond the Focus Area (between Patrick Henry Drive and SR 237), Freedom Circle area stakeholders will pay a fair share fee for future construction of the bikeway on Great America Parkway.
16. Great America Parkway and Old Glory Lane
This City of Santa Clara intersection would operate at an unacceptable LOS F under cumulative no project conditions during the AM peak hour. The buildout of the Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by adding a second northbound left-turn lane. With this improvement and a 10 percent TDM reduction, the intersection is expected to operate at an acceptable LOS D during the AM peak hour. During the PM peak hour, the intersection would continue to operate at LOS F, however the average delay would be less than that under cumulative no project conditions.
The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement.
18. Great America Parkway and Mission College Boulevard This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
As described above, intersection improvements are not feasible because it would require acquisition of additional right of way and negatively impact adjacent properties. Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The adverse effect at this intersection could be lessened by converting Hichborn Drive from one-way (eastbound only) flow to two-way flow with a 60-foot right-of-way width, adding a traffic signal at Great America Parkway and Hichborn Drive to allow left and right turns in and out, and synchronizing the new signal with the traffic signal at Great America Parkway and Mission College Boulevard. In addition, -the US 101 northbound off-ramp right turn to northbound Great America Parkway would be modified to Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 105
reduce the curb radius to 50 feet. With the recommended improvements and a 10 percent TDM reduction, the intersection is expected to continue to operate an unacceptable LOS F during the PM peak hour. However, the critical v/c would decrease compared to cumulative no project conditions.
Thus, the recommended improvements plus TDM measures would be sufficient to fully offset the adverse effect on intersection operations. The cost of this improvement will be fully funded by Freedom Circle Focus Area developments.
23. Bowers Avenue and Central Expressway
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative no project conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the average critical movement delay to decrease while the critical v/c would increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. A sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would cause a decrease in critical v/c ratio such that the project would not be considered to have an adverse effect on intersection operations. Thus, TDM measures are expected to be sufficient to avoid the adverse effect without any physical improvements at this intersection.
27. Freedom Circle (W) and Mission College Boulevard
This City of Santa Clara intersection would operate at an acceptable LOS B and C under cumulative no project conditions during the AM and PM peak hours, respectively. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS E during the AM peak hour and to LOS F during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by adding an eastbound right-turn lane, removing the crosswalk on the eastbound leg, relocating bus stops to the east side of the intersection, restriping the northbound approach for one right-turn lane, one shared through/left-turn lane and one left-turn lane, and implementing split-phase signal control on the north and south legs. The construction of these improvements along with the planned Class IV separated bike lanes on Mission College Boulevard would require widening Mission College Boulevard and require the dedication of additional right of way on the east side of the intersection. The dedication is required to install a far side bus stop and near side bus stop in accordance with VTA Bus Stop and Passenger Facilities Standards.
Intersection operations could be further improved by the proposed improvements at Great America Parkway and Hichborn Drive: converting Hichborn Drive from one-way (eastbound only) flow to two- way flow and adding a traffic signal at Great America Parkway and Hichborn Drive to allow left and right turns in and out. This roadway network change would provide another route out of the Freedom Circle Focus Area and thus reduce the northbound left-turn volume at the Freedom Circle W/Mission College Boulevard intersection. With the recommended improvements on the eastbound and northbound approaches, the improvements at Great America Parkway and Hichborn Drive, and a 10 percent TDM reduction, the intersection is expected to operate an acceptable LOS D during the AM and PM peak hours. Therefore, these improvements would be sufficient to avoid the adverse effect on intersection operations. The cost of these improvements will be fully funded by Freedom Circle Focus Area developments.
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28. Agnew Road/Freedom Circle (E) and Mission College Boulevard This City of Santa Clara intersection would operate at an acceptable LOS D under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS F during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by adding a second eastbound left-turn lane and widening the northbound approach to include one left-turn lane, one through lane, and two right-turn lanes. The addition of a second lane on the north leg (Agnew Road) to receive the dual eastbound left-turn lanes would require the dedication of right of way from adjacent properties within the Freedom Circle Focus Area and/or narrowing the sidewalk and thus is considered to be infeasible. Furthermore, as described above, dual right-turn lanes are not recommended as they would adversely affect cyclists and pedestrians and conflict with City of Santa Clara policies. Thus, only the addition of a single northbound right-turn lane is recommended. With the recommended improvement on the northbound approach and a 10 percent TDM reduction, the intersection would continue to operate at LOS E during the PM peak hour. Therefore, this improvement would not be sufficient to avoid the adverse effect on intersection operations. The cost of this improvement will be fully funded by Freedom Circle Focus Area developments.
Developments within the Freedom Circle Focus Area also will be responsible for the construction of a Class IV separated bikeway on Mission College Boulevard. This improvement, which is identified in the City’s Bicycle Master Plan Update 2018, would encourage cycling by adding a physical barrier between the existing bike lane and the vehicular travel lane, thereby increasing the comfort level for cyclists.
Within the Plan Area, the bikeway improvement will be constructed as part of the Focus Area Plan.
Beyond the Focus Area, Freedom Circle Focus Area stakeholders will pay a fair share fee for future construction of the bikeway on Mission College Boulevard between the Mission College Loop and Great America Parkway and between San Tomas Aquino Creek and Montague Expressway.
32. Mission College Boulevard and Montague Expressway
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative no project conditions during the AM and PM peak hours. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to decrease while the critical v/c to increase by more the 0.010 during the AM and PM peak hours. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area. However, a sensitivity analysis shows that even a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. Intersection operations could be improved by constructing a partial grade separation with a flyover from eastbound Montague Expressway to northbound Mission College Boulevard. This improvement was identified as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
33. San Tomas Expressway and Scott Boulevard
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative no project conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to decrease while the critical v/c would increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
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Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area. However, a sensitivity analysis shows that even a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the Comprehensive County Expressway Planning Study 2008 Update. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
39. Lick Mill Boulevard and Tasman Drive
This City of Santa Clara intersection would operate at an unacceptable LOS F and E under cumulative no project conditions during the AM and PM peak hours, respectively. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c would increase by more than 0.01 during the AM and PM peak hours. This constitutes an adverse effect on intersection operations.
Planned improvements associated with City Place that are assumed under cumulative no project conditions include reconfiguring the northbound and southbound approaches to two left-turn lanes, one through lane, and one right-turn lane. In addition, the signal phasing would be changed from split phase to protected left turns for the northbound and southbound approaches. Lastly, a second westbound left- turn lane is planned. Intersection operations could be further improved by converting the right-turn lane to a free right-turn lane. This improvement is not recommended because it would have an adverse effect on pedestrians and bicyclists. Implementation of TDM measures could reduce the vehicle trips associated with the Freedom Circle Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The adverse effect at this intersection could be lessened by the construction of a Class IV separated bikeway on Lick Mill Boulevard, which is identified in the City’s Bicycle Master Plan Update 2018. This multimodal improvement would add to the bicycle network in northern Santa Clara encouraging commuters and residents to cycle instead of traveling by motor vehicle. The Freedom Circle Focus Area developments should provide fair-share funding towards this multimodal improvement.
41. Lafayette Street and Agnew Road
This City of Santa Clara intersection would operate at an acceptable LOS D and an unacceptable LOS E under cumulative no project conditions during the AM and PM peak hours, respectively. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to an unacceptable LOS E during the AM peak hour. During the PM peak hour, the intersection would degrade to LOS F while the average critical delay would increase by more than 4.0 seconds and the critical v/c ratio would increase by more than 0.01. This constitutes an adverse effect on intersection operations.
Intersection operations under cumulative conditions could be improved by adding a southbound right- turn lane. However, the addition of a southbound right-turn lane is considered infeasible because it would require the acquisition of additional right of way. Implementation of TDM measures could reduce the vehicle trips associated with the Freedom Circle Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The adverse effect at this intersection could be lessened by the construction of a Class IV separated bikeway on Lafayette Street. This multimodal improvement, which is identified in the City’s Bicycle Master Plan Update 2018, would encourage residents and employees to bike to nearby destinations Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 108
including City Place. The Freedom Circle Focus Area developments should provide fair-share funding towards this multimodal improvement.
42. Scott Boulevard and Central Expressway
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicles trips associated with the Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
43. Lafayette Street and Central Expressway
This CMP intersection in the City of Santa Clara would operate at an acceptable LOS F under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to decrease while the critical v/c would increase by more than 0.01. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicles trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
44. De La Cruz Boulevard and Central Expressway
This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative no project conditions during the AM peak hour. The buildout of the Freedom Circle would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
The analysis of cumulative conditions at this intersection assumes the following planned improvements:
a third southbound through lane and a second southbound right-turn lane; a second eastbound right- turn lane; a third northbound left-turn lane and removal of one northbound through lane. In addition, cumulative conditions include the planned conversion of the existing HOV lanes on Central Expressway to mixed-flow lanes. Further improvements are not considered feasible since it would require extensive widening to add additional through lanes on both roadways that would entail acquisition of additional right of way adversely affecting adjacent properties as well as reconstruction of the railroad bridge over Central Expressway just west of the intersection. Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development.
However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
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The adverse effect at this intersection could be lessened by the construction of a Class IV separated bikeway on De La Cruz Boulevard. This improvement, which is identified in the City’s Bicycle Master Plan Update 2018, would provide an important link for cyclists between the southern and northern portions of Santa Clara and connect to buffered bike lanes on Trimble Road in San José. This intersection is also included in the City of Santa Clara Multimodal Improvement Plan (MIP). MIP Actions intended to address the LOS deficiency at this intersection include installation of crosswalk motion sensors, accessible pedestrian signals, upgraded safety lighting, travel time data collection systems, traffic monitoring cameras, and periodic retiming of signal coordination at intersections along De La Cruz Boulevard. The Freedom Circle Focus Area developments should provide fair-share funding towards these multimodal improvements.
45. Agnew Road/De La Cruz Boulevard and Montague Expressway This CMP intersection in the City of Santa Clara would operate at an unacceptable LOS F under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to decrease while the critical v/c to increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Cumulative no project conditions assume the addition of a second northbound left-turn lane.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The adverse effect at this intersection could be partially offset by the implementation of improvements listed in the City of Santa Clara Multimodal Improvement Plan (MIP).
MIP Actions intended to address the LOS deficiency at this intersection include installation of crosswalk motion sensors, accessible pedestrian signals, upgraded safety lighting, travel time data collection systems, traffic monitoring cameras, and periodic retiming of signal coordination at intersections along Agnew Road and De La Cruz Boulevard. The Freedom Circle Focus Area developments should provide fair-share funding towards these multimodal improvements.
46. Lick Mill Boulevard and Montague Expressway
This City of Santa Clara intersection would operate at an unacceptable LOS F under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical delay to increase by more than 4.0 seconds and the critical v/c ratio to increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Cumulative no project conditions assume the addition of a third southbound left-turn lane.
Implementation of TDM measures within the Freedom Circle Focus Area could reduce the vehicle trips associated with the Focus Area development. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within the Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The adverse effect at this intersection could be lessened by the construction of a Class IV separated bikeway on Lick Mill Boulevard, which is identified in the City’s Bicycle Master Plan Update 2018. This multimodal improvement would add to the bicycle network in northern Santa Clara encouraging commuters and residents to cycle instead of traveling by motor vehicle. The Freedom Circle Focus Area developments should provide fair-share funding towards this multimodal improvement.
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47. N. 1st Street and Montague Expressway
This CMP intersection in the City of San José would operate at an unacceptable LOS F under cumulative no project conditions during the AM and PM peak hours. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than
4.0 seconds and the critical v/c to increase by more than 0.01 during the AM peak hour. During the PM peak hour, the buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to decrease while the critical v/c would increase by more than 0.01. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures could reduce the vehicle trips associated with the Freedom Circle Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
52. Lawrence Expressway and Reed Avenue/Monroe Street
This CMP intersection in the City of Sunnyvale would operate at an unacceptable LOS F under cumulative no project conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM peak hour. During the PM peak hour, the buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to decrease while the critical v/c would increase by more than 0.01. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures could reduce the vehicle trips associated with the Freedom Circle Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
54. Lawrence Expressway and Pruneridge Avenue
This City of Santa Clara intersection would operate at an unacceptable LOS F under cumulative no project conditions during the AM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the AM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures could reduce the vehicle trips associated with the Freedom Circle Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The County identified the need for a grade-separated interchange at this location as part of the 2040 Expressway Plan. The Freedom Circle Focus Area developments should provide fair-share funding towards this improvement. The funds collected for this improvement are subject to programming by the County for Board approved improvement projects.
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57. Kiely Boulevard and Benton Street
This City of Santa Clara intersection would operate at an unacceptable LOS E under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection’s average critical movement delay to increase by more than 4.0 seconds and the critical v/c to increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Implementation of TDM measures could reduce the vehicle trips associated with the Freedom Circle Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within Focus Area would not be sufficient to avoid the adverse effect on intersection operations. The adverse effect at this intersection could be lessened by the construction of Class IIB buffered bike lanes on Benton Street, which is identified in the City’s Bicycle Master Plan Update 2018. Furthermore, the Pedestrian Master Plan 2019 recommends the construction of curb extensions as a spot improvement at this intersection. These multimodal improvements would encourage active transportation modes as an alternative to traveling by motor vehicle. The Freedom Circle Focus Area developments should provide fair-share funding towards these improvements.
58. Kiely Boulevard and Homestead Road
This City of Santa Clara intersection would operate at an unacceptable LOS E under cumulative no project conditions during the PM peak hour. The buildout of the Freedom Circle Focus Area would cause the intersection to degrade to LOS F while the intersection’s average critical movement delay would increase by more than 4.0 seconds and the critical v/c would increase by more than 0.01 during the PM peak hour. This constitutes an adverse effect on intersection operations.
Intersection operations could be improved by adding an eastbound right-turn lane. However, this would require eliminating on-street parking, which would negatively affect adjacent properties. Thus, this improvement is not recommended. Implementation of TDM measures could reduce the vehicle trips associated with the Freedom Circle Focus Area. However, a sensitivity analysis shows that a 10 percent TDM trip reduction within Focus Area would not be sufficient to avoid the adverse effect on intersection operations.
The adverse effect at this intersection could be reduced by construction of Class IIB buffered bike lanes on Bowers Avenue from Chromite Drive to El Camino Real. This upgrade from the existing Class III bike route would increase the comfort level of cyclists along this key route through central Santa Clara.
Furthermore, the Pedestrian Master Plan 2019 identifies spot improvements at this intersection including reducing the curb radius, adding curb ramps, constructing transit waiting area improvements and public space activation/parklet. The Freedom Circle Focus Area developments should provide fair- share funding towards these multimodal improvements.
Summary of Cumulative Plus Project Conditions
A summary of the adverse effects associated with the Greystar General Plan Amendment and with buildout of the Freedom Circle Focus Area under cumulative conditions, the recommended improvements, and funding responsibilities are provided in Tables 16 and 17, respectively.
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Table 16
Summary of Affected Intersections under Cumulative Plus Project Conditions - Greystar
Project
# Intersection Jurisdiction Recommended Improvements Responsibility 7 Old Ironsides Drive and Tasman Drive SC TDM Measures with 10% Trip Reduction 100% 8 Old Ironsides Drive and Old Glory Lane SC % of Total Traffic (Unsignalized)
17 Great America Parkway and Patrick Henry Drive SC Add a second northbound left-turn lane % of Total Traffic 18 Great America Pkwy and Mission College Blvd SC % of Total Traffic (CMP)
27 Freedom Circle W and Mission College Blvd SC % of Total Traffic 28 Agnew/Freedom Circle E & Mission College Blvd SC % of Total Traffic 32 Mission College Blvd and Montague Expwy SCC Construct partial grade separation % of Total Traffic (CMP) (2040 Expressway Plan)
Notes:
SCC = Santa Clara County, SC = Santa Clara, SJ = San Jose, SV = Sunnyvale Install a traffic signal and add a 2nd SB LT lane, a 2nd EB TH lane, a NB RT lane, an EB RT lane, and a WB LT lane
Add an eastbound right-turn lane; Remove west leg crosswalk; Relocate bus stops to the east side of the intersection; Restripe south leg with 1 left-turn, 1 left-turn/through, 1 right-turn lane; Make north leg and south leg split phase; Convert Hichborn Dr. to 2-way flow and add a signal at Great America Parkway.
Add a northbound right-turn lane.
Convert Hichborn Drive from one-way (eastbound only) flow to two- way flow with a 60-feet right-of-way width, add a traffic signal at Great America Parkway and Hichborn Drive to allow left and right turns in and out, synchronize the new signal with the traffic signal at Great America Parkway and Mission College Boulevard, reduce the curb radius at the US 101 northbound off-ramp right turn to northbound Great America Parkway to 50 feet.
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Table 17
Summary of Affected Intersections under Cumulative Plus Project Conditions – Focus Area Buildout
Project
# Intersection Jurisdiction Recommended Improvements Res ponsibility 1 Lawrence Expressway and Tasman Drive SCC Depress LRT under the intersection % of Total Traffic (CMP) (2040 Expressway Plan)
2 Lawrence Expwy and Sandia Av/Lakehaven Dr SCC % of Total Traffic 5 Lawrence Expressway and E. Arques Ave. SCC % of Total Traffic (CMP)
6 Patrick Henry Drive and Tasman Drive SC Construct Class IV bikeway on Great America Parkway adjacent Plan 100% Construct Class IV bikeway on Great America Parkway between SR 237 and Patrick Henry Drive (Bicycle Master Plan Update 2018) % of Total Traffic
7 Old Ironsides Drive and Tasman Drive SC Construct Class IV bikeway on Great America Parkway adjacent Plan area Construct Class IV bikeway on Great America Parkway between SR 237 and Patrick Henry Drive (Bicycle Master Plan Update 2018) and 100%
% of Total Traffic
tighten curb radius on NE corner (Bicycle Master Plan Update 2018) % of Total Traffic 8 Old Ironsides Drive and Old Glory Lane SC % of Total Traffic (Unsignalized)
12 Great America Parkway and Great America Way SC Construct Class IV bikeway on Great America Parkway adjacent Plan 100% Construct Class IV bikeway on Great America Parkway between SR 237 and Patrick Henry Drive (Bicycle Master Plan Update 2018) % of Total Traffic
16 Great America Parkway and Old Glory Lane SC % of Total Traffic 18 Great America Pkwy and Mission College Blvd
(CMP)
SC 100%
23 Bowers Avenue and Central Expressway SCC TDM Measures with 10% Trip Reduction 100% (CMP)
27 Freedom Circle W and Mission College Blvd SC 100%
28 Agnew/Freedom Circle E & Mission College Blvd SC Same improvement as proposed under background conditions and Construct Class IV bikeway on Mission College Boulevard within the Plan Area (Bicycle Master Plan Update 2018)
100%
Construct Class IV bikeway on Mission College Boulevard between the Mission College Loop and Great America Parkway and between San Tomas Aquino Creek and Montague Expressway.
% of Total Traffic
Same improvements as proposed under background conditions Same improvements as proposed under background conditions Add a second northbound left-turn lane
Same improvements as proposed under background conditions Install a traffic signal and add a 2nd SB LT lane, a 2nd EB TH lane, a NB RT lane, an EB RT lane, and a WB LT lane
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Table 17 (continued)
Summary of Affected Intersections under Cumulative Plus Project Conditions – Focus Area Buildout
Project
# Intersection Jurisdiction Recommended Improvements Responsibility 32 Mission College Blvd and Montague Expwy SCC Same improvements as proposed under background conditions (CMP)
33 San Tomas Expressway and Scott Boulevard SCC Construct grade separated interchange (CMP) (Comprehensive County Expressway Planning Study 2008 Update) 39 Lick Mill Boulevard and Tasman Drive SC Construct a Class IV separated bikeway on Lick Mill Boulevard % of Total Traffic (Bicycle Master Plan Update 2018)
41 Lafayette Street and Agnew Road SC Construct a Class IV separated bikeway on Lafayette Street % ot Total Traffic (Bicycle Master Plan Update 2018)
42 Scott Boulevard and Central Expressway SCC
(CMP)
43 Lafayette Street and Central Expressway SCC Same improvements as proposed under background conditions (CMP)
44 De la Cruz Boulevard and Central Expressway SCC % of Total Traffic (CMP)
45 Agnew Rd/De La Cruz Blvd and Montague Expwy SCC
(CMP)
46 Lick Mill Boulevard and Montague Expressway SCC % of Total Traffic 47 N. 1st Street and Montague Expressway SCC
(CMP)
52 Lawrence Expressway and Reed Ave/Monroe St SCC Construct grade separated interchange % of Total Traffic (CMP) (2040 Expressway Plan)
% of Total Traffic
Same improvements as proposed under background conditions Construct Class IV separated bikeway on De La Cruz Boulevard (Bicycle Master Plan Update 2018) and implement measures identified in Multimodal Improvement Plan
Same improvements as proposed under background conditions Same improvements as proposed under background conditions Construct Class IV separated bikeway on Lick Mill Boulevard (Bicycle Master Plan Update 2018)
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Table 17 (continued)
Summary of Affected Intersections under Cumulative Plus Project Conditions – Focus Area Buildout
Project
# Intersection Jurisdiction Recommended Improvements Responsibility 54 Lawrence Expressway and Pruneridge Avenue SCC
57 Kiely Boulevard and Benton Street SC % of Total Traffic 58 Kiely Boulevard and Homestead Road SC % of Total Traffic Notes:
SCC = Santa Clara County, SC = Santa Clara, SJ = San Jose, SV = Sunnyvale Same improvements as proposed under background conditions Construct Class IIB buffered bike lanes on Bowers Avenue between Chromite Drive and El Camino Real (Bicycle Master Plan Update 2018) and spot improvements including reducing the curb radius, adding curb ramps, transit waiting area improvements and public space activation/parklet (Pedestrian Master Plan 2019)
Construct Class IIB buffered bike lanes on Benton Street (Bicycle Master Plan Update 2018) and spot improvements including curb extensions (Pedestrian Master Plan 2019)
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6. Other Transportation Issues
This chapter presents other transportation issues associated with the project, including:
x Freeway segment traffic operations
x Freeway ramp traffic operations
x Vehicle queuing analysis
x Signal warrant analysis at un signalized study intersections x Site access and internal vehicular circulation within the Freedom Circle Focus Area x Parking analysis
x Impacts on pedestrians, bicycl es, and transit facilities
Unlike the level of service analysis, which is based on level of service standards adopted by the Cities of Santa Clara, Sunnyvale, and San José and the Valley Transportation Authority, many topics contained in this chapter are based on professional judgment in accordance with the standards and methods employed by the traffic engineering community. Although intersection level of service deficiencies identified in the previous chapters and operational issues described in this chapter are not considered CEQA impacts, they do describe traffic conditions that are relevant to describing the transportation environment with the proposed Freedom Circle Focus Area. In contrast, impacts on pedestrians, bicycle, and transit facilities were evaluated according to the CEQA checklist.
Freeway Segment Traffic Operations
Traffic volumes for the study freeway segments in Santa Clara County were obtained from the 2018 CMP Annual Monitoring Report. The existing levels of service for study freeway segments in San Mateo and Alameda Counties were obtained from the 2018 and 2019 CMP Monitoring Program Reports, respectively. The results show that the mixed-flow lanes and/or HOV lane(s) on the following study freeway segments currently operate at LOS F in at least one direction during at least one peak hour:
x US 101, northbound between Bernal Road and Silver Creek Valley Road (AM peak hour) x US 101, northbound between Silver Creek Va lley Road and Hellyer Avenue (AM peak hour) x US 101, northbound between Hellyer Aven ue and Yerba Buena Road (AM peak hour) x US 101, northbound between Yerba Buena Ro ad to Capitol Expressway (AM peak hour) x US 101, northbound between Capitol Ex pressway to Tully Road (AM peak hour) x US 101, northbound be tween Tully Road to Story Road (AM peak hour) x US 101, northbound between Stor y Road to I-280 (AM peak hour) x US 101, northbound be tween I-280 to Santa Clara Street (AM peak hour) Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 117
x US 101, northbound betw een Santa Clara Street to McKee Road (AM peak hour) x US 101, northbound between McKee Ro ad and Oakland Road (AM Peak Hour) x US 101, northbound between Oakl and Road and I-880 (AM Peak Hour) x US 101, northbound betw een I-880 and Old Bayshore Highway (AM Peak Hour) x US 101, northbound betwee n Old Bayshore Highway and N. First Street (AM Peak Hour) x US 101, northbound betwee n N. First Street and Guadalupe Parkway (AM Peak Hour) x US 101, northbound between Guadalupe Parkway and De La Cruz Boulevard (AM Peak Hour) x US 101, northbound between De La Cruz Boulevard and Montague Expressway/San Tomas Expressway (AM Peak Hour)
x US 101, northbound betw een Montague Expressway/San Tomas Expressway and Bowers Avenue/Great America Parkway (AM Peak Hour)
x US 101, northbound between Bowers Av enue/Great America Parkway and Lawrence Expressway (AM Peak Hour)
x US 101, northbound between Lawrence Expressway and N. Fair Oaks Avenue (AM Peak Hour) x US 101, northbound between N. Fair Oaks Avenue and N. Mathilda Avenue (AM Peak Hour) x US 101, northbound between N. Mathil da Avenue and SR 237 (AM Peak Hour) x US 101, northbound be tween SR 237 and Moffett Boulevard (AM Peak Hour) x US 101, northbound betw een Moffett Boulevard and SR 85 (Both Peak Hours) x US 101, northbound between SR 85 and to N. Shoreline Boulevard (Both Peak Hours) x US 101, northbound between N. Shoreline Boulevard and Rengstorff Avenue (Both Peak Hours)
x US 101, northbound betwee n Rengstorff Avenue and San Antonio Avenue (PM Peak Hour) x US 101, northbound betwee n San Antonio Avenue and Oregon Expressway (PM Peak Hour) x US 101, northbound between Oregon Expressway and Embarcadero Road (Both Peak Hours) x US 101, northbound between Santa Clara Coun ty Line and Whipple Avenue (Both Peak Hours) x US 101, northbound be tween Whipple Avenue and SR 92 (Both Peak Hours) x US 101, southbound be tween SR 92 and Whipple Avenue (Both Peak Hours) x US 101, southbound between Whipple Avenue and Santa Clara County Line (Both Peak Hours) x US 101, southbound betwee n Embarcadero Road and Oregon Expressway (PM Peak Hour) x US 101, southbound betwee n Oregon Expressway and San Antonio Avenue (PM Peak Hour) x US 101, southbound betwee n San Antonio Avenue and Rengstorff Avenue (PM Peak Hour) x US 101, southbound between Rengstorff Avenue and N. Shoreline Boulevard (PM Peak Hour) x US 101, southbound between N. Shorel ine Boulevard and SR 85 (PM Peak Hour) x US 101, southbound be tween SR 85 and Moffett Boulevard (PM Peak Hour) x US 101, southbound be tween Moffett Boulevard and SR 237 (PM Peak Hour) x US 101, southbound betw een SR 237 and N. Mathilda Avenue (PM Peak Hour) x US 101, southbound between N. Mathilda Avenue and N. Fair Oaks Avenue (PM Peak Hour) x US 101, southbound betwee n N. Fair Oaks Avenue and Lawrence Expressway (PM Peak Hour) x US 101, southbound betw een Lawrence Expressway and Bowers Avenue/Great America Parkway (PM Peak Hour)
x US 101, southbound between Bowers Aven ue/Great America Parkway and Montague Expressway/San Tomas Expressway (PM Peak Hour)
x US 101, southbound between Montague Expressway/San Tomas Expressway and De La Cruz Boulevard (PM Peak Hour)
x US 101, southbound betwee n Guadalupe Parkway and N. First Street (PM Peak Hour) x US 101, southbound betwee n N. First Street and Old Bayshore Highway (PM Peak Hour) x US 101, southbound be tween Old Bayshore Highway and I-880 (PM Peak Hour) x US 101, southbound between I-88 0 and Oakland Road (PM Peak Hour) x SR 237, eastbound betw een SR 85 and Central Parkway (AM Peak Hour) Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 118
x SR 237, eastbound be tween Maude Avenue and US 101 (PM Peak Hour) x SR 237, eastbound betw een US 101 and Mathilda Avenue (PM Peak Hour) x SR 237, eastbound be tween Mathilda Avenue and N. Fair Oaks Avenue (PM Peak Hour) x SR 237, eastbound be tween N. Fair Oaks Avenue and Lawrence Expressway (PM Peak Hour) x SR 237, eastbound betwee n Lawrence Expressway and Great America (PM Peak Hour) x SR 237, eastbound between Great America Parkway and N. First Street (PM Peak Hour) x SR 237, eastbound betwee n N. First Street and Zanker Road (PM Peak Hour) x SR 237, westbound betw een I-880 and McCarthy Boulevard (AM Peak Hour) x SR 237, westbound between McCarthy Bo ulevard and Zanker Road (AM Peak Hour) x SR 237, westbound between Zanker Road and N. First Street (AM Peak Hour) x SR 237, westbound between N. First Street and Great America Parkway (AM Peak Hour) x SR 237, westbound between Great Americ a Parkway and Lawrence Expressway (AM Peak Hour)
x SR 237, westbound between Lawrence Expressway and N. Fair Oaks Avenue (Both Peak Hours)
x SR 237, westbound between N. Fair Oaks Avenue and Mathilda Avenue (Both Peak Hours) x SR 237, westbound between Mathilda Avenue and US 101 (PM Peak Hour) x SR 237, westbound between US 10 1 and Maude Avenue (PM Peak Hour) x SR 237, westbound between Maude Aven ue and Central Parkway (PM Peak Hour) x SR 237, westbound between Central Parkway and SR 85 (PM Peak Hour) x SR 237, westbound betwee n SR 85 and to El Camino Real (AM Peak Hour) x SR 87, northbound betwee n SR 85 and Capitol Expressway (AM Peak Hour) x SR 87, northbound between Capitol Expressway and Curtner Avenue (AM Peak Hour) x SR 87, northbound betwee n Curtner Avenue and Almaden Road (AM Peak Hour) x SR 87, northbound be tween I-280 and Julian Street (AM Peak Hour) x SR 87, northbound betwee n Julian Street and Coleman Avenue (AM Peak Hour) x SR 87, northbound betwee n Taylor Street and Skyport Drive (AM Peak Hour) x SR 87, northbound be tween Skyport Drive and US 101 (AM Peak Hour) x SR 87, southbound be tween US 101 and Skyport Drive (PM Peak Hour) x SR 87, southbound between Skyport Driv e and Taylor Street (PM Peak Hour) x SR 87, southbound betwee n Taylor Street and Coleman Street (PM Peak Hour) x SR 87, southbound be tween Julian Street and I-280 (PM Peak Hour) x SR 87, southbound be tween I-280 and Alma Avenue (PM Peak Hour) x SR 87, southbound betw een Alma Avenue and Almaden Avenue (PM Peak Hour) x I-680, northbound between Scott Cr eek Road and SR 262 (PM Peak Hour) x I-680, northbound between SR 26 2 and Durham Road (PM Peak Hour) x I-680, northbound between Durham Road and Washington Boulevard (PM Peak Hour) x I-680, northbound between Washington Boulevard and SR 238 (PM Peak Hour) x I-680, northbound be tween SR 238 and Vargas Road (PM Peak Hour) x I-680, northbound between Vargas Ro ad and Andrade Road (PM Peak Hour) x I-680, southbound between Bernal Aven ue and Sunol Boulevard (AM Peak Hour) x I-680, southbound betwee n Stoneridge Drive and Bernal Avenue (AM Peak Hour) x I-680, southbound between Ja cklin Road and Calaveras Boulevard/SR 237 (PM Peak Hour) x I-680, southbound between Ca laveras Boulevard/SR 237 and Yosemite Drive (PM Peak Hour) x I-880, northbound betw een Dixon Landing Road to SR 262 (PM Peak Hour) x I-880, northbound between Stevenson Bo ulevard and Decoto Road (PM Peak Hour) x I-880, northbound between Decoto Road and Alvarado Boulevard (PM Peak Hour) x I-880, southbound between Decoto Road and Stevenson Boulevard (AM Peak Hour) Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 119
x I-880, southbound between Alvarado Boulevard and Decoto Boulevard (AM Peak Hour) x I-880, southbound between Great Mall Parkwa y and Montague Expressway (Both Peak Hours) x I-880, southbound betw een SR 237 and Great Mall Parkway (PM Peak Hour) x I-880, southbound between Dixon Landing and SR 237 (AM Peak Hour) Per the CMP guidelines, the analysis of freeway segments with buildout of the Freedom Circle Focus Area was evaluated under existing (2018/2019) plus project conditions. As described previously, trips associated with buildout of the Freedom Circle Focus Area in the Year 2018 were estimated using ITE trip rates, a 25-percent pass-by trip reduction, and reductions for internalization and transit usage based on CSC model estimates. The gross project trips remain the same as described in Chapter 4.
After applying reductions for internal capture, transit use, and pass-by trips, the Freedom Circle Focus Area development is expected to generate 70,075 net daily vehicle trips, 7,132 (5,399 inbound and 1,733 outbound) net AM peak hour trips, and 7,427 (1,903 inbound and 5,524 outbound) net PM peak hour trips under existing conditions (See Table 18).
Table 18
Freedom Circle Focus Area Trip Generation Estimates (Year 2018)
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 120
The freeway analysis results (see Tables 19, 20, and 21) reflect the net increase in freeway trips above that generated by the existing Focus Area uses. Due to the existing freeway congestion in the vicinity of the Freedom Circle Focus Area, the model shows that freeway traffic volumes would increase very little under existing plus project conditions compared to existing conditions. To ensure that the transportation analysis does not under report potential adverse effects on freeway segments, the freeway analysis was conducted based on the difference in the CSC model project trip assignment on each freeway segment for the proposed uses compared to the existing uses. Thus, the freeway analysis reflects the net increase in trips generated by buildout of the Focus Area without any subtraction for existing traffic that would divert to other roadways due to the project. At the same time, the model forecasts on local roadways presented in previous chapters include traffic that is expected to divert from the freeway due to the addition of project-generated traffic. Thus, the transportation analysis reflects a conservative, worst-case evaluation of the project’s effects on both freeways and local streets.
The mixed-flow lanes on the following freeway segments would be adversely affected under existing plus project conditions due to the buildout of the Freedom Circle Focus Area:
x US 101, northbound between Santa Clara Co unty Line and Whipple Avenue (PM Peak Hour) x US 101, northbound between Whippl e Avenue and SR 92 (PM Peak Hour) x US 101, northbound between Bernal Road and Silver Creek Valley Road (AM peak hour) x US 101, northbound between Silver Creek Va lley Road and Hellyer Avenue (AM peak hour) x US 101, northbound between Hellyer Aven ue and Yerba Buena Road (AM peak hour) x US 101, northbound between Yerba Buena Ro ad to Capitol Expressway (AM peak hour) x US 101, northbound betw een Capitol Expressway to Tully Road (AM peak hour) x US 101, northbound between Tully Road to Story Road (AM peak hour) x US 101, northbound between Stor y Road to I-280 (AM peak hour) x US 101, northbound be tween I-280 to Santa Clara Street (AM peak hour) x US 101, northbound betw een Santa Clara Street to McKee Road (AM peak hour) x US 101, northbound between McKee Ro ad and Oakland Road (AM Peak Hour) x US 101, northbound between Oakl and Road and I-880 (AM Peak Hour) x US 101, northbound betw een I-880 and Old Bayshore Highway (AM Peak Hour) x US 101, northbound betwee n Old Bayshore Highway and N. First Street (AM Peak Hour) x US 101, northbound betwee n N. First Street and Guadalupe Parkway (AM Peak Hour) x US 101, northbound between Guadalupe Parkway and De La Cruz Boulevard (AM Peak Hour) x US 101, northbound betwee n De La Cruz Boulevard and Montague Expressway/San Tomas Expressway (AM Peak Hour)
x US 101, northbound betw een Montague Expressway/San Tomas Expressway and Bowers Avenue/Great America Parkway (AM Peak Hour)
x US 101, northbound between Bowers Aven ue/Great America Parkway and Lawrence Expressway (AM Peak Hour)
x US 101, northbound between Lawrence Expressway and N. Fair Oaks Avenue (AM Peak Hour) x US 101, northbound between N. Fair Oaks Avenue and N. Mathilda Avenue (AM Peak Hour) x US 101, northbound be tween SR 237 and Moffett Boulevard (AM Peak Hour) x US 101, northbound betwee n Moffett Boulevard and SR 85 (AM and PM Peak Hours) x US 101, northbound between SR 85 and N. Shoreline Boulevard (AM and PM Peak Hour) x US 101, northbound between N. Shoreline Bo ulevard and Rengstorff Avenue (PM Peak Hour) x US 101, northbound betwee n Rengstorff Avenue and San Antonio Avenue (PM Peak Hour) x US 101, northbound betwee n San Antonio Avenue and Oregon Expressway (PM Peak Hour) x US 101, northbound betwee n Oregon Expressway and Embarcadero Road (PM Peak Hour) x US 101, southbound be tween SR 92 and Whipple Avenue (AM Peak Hour) x US 101, southbound between Whipple Avenue and Santa Clara County Line (AM Peak Hour) Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 121
x US 101, southbound betw een N. Shoreline Boulevard and SR 85 (PM Peak Hour) x US 101, southbound be tween SR 85 and Moffett Boulevard (PM Peak Hour) x US 101, southbound be tween Moffett Boulevard and SR 237 (PM Peak Hour) x US 101, southbound betw een SR 237 and N. Mathilda Avenue (PM Peak Hour) x US 101, southbound between N. Mathilda Avenue and N. Fair Oaks Avenue (PM Peak Hour) x US 101, southbound betwee n N. Fair Oaks Avenue and Lawrence Expressway (PM Peak Hour) x US 101, southbound betwee n Lawrence Expressway and Bowers Avenue / Great American Parkway (PM Peak Hour)
x US 101, southbound betwee n Bowers Avenue / Great American Parkway and Montague Expressway / San Tomas Expressway (PM Peak Hour)
x US 101, southbound between Montague Expressway / San Tomas Expressway and De La Cruz Boulevard (PM Peak Hour)
x US 101, southbound betwee n Guadalupe Parkway and N. First Street (PM Peak Hour) x US 101, southbound betwee n N. First Street and Old Bayshore Highway (PM Peak Hour) x US 101, southbound be tween Old Bayshore Highway and I-880 (PM Peak Hour) x US 101, southbound between I-880 and Oakland Road (PM Peak Hour) x US 101, southbound be tween Oakland Road and McKee Road (PM Peak Hour) x SR 237, eastbound betw een SR 85 and Central Expressway (AM Peak Hour) x SR 237, eastbound be tween Maude Avenue and US 101 (PM Peak Hour) x SR 237, eastbound between Great America Parkway and N. First Street (PM Peak Hour) x SR 237, eastbound betwee n N. First Street and Zanker Road (PM Peak Hour) x SR 237, westbound betw een I-880 and McCarthy Boulevard (AM Peak Hour) x SR 237, westbound between McCarthy Bo ulevard and Zanker Road (AM Peak Hour) x SR 237, westbound between Zanker Ro ad and N. 1st Street (AM Peak Hour) x SR 237, westbound between N. 1st Street and Great America Parkway (AM Peak Hour) x SR 237, westbound between US 10 1 and Maude Avenue (PM Peak Hour) x SR 237, westbound between Maude Aven ue and Central Parkway (PM Peak Hour) x SR 237, westbound between Central Parkway and SR 85 (PM Peak Hour) x SR 237, westbound betw een SR 85 and El Camino Real (AM Peak Hour) x SR 87, northbound betw een SR 85 and Capitol Expressway (AM Peak Hour) x SR 87, northbound between Capitol Expressway and Curtner Avenue (AM Peak Hour) x SR 87, northbound betwee n Curtner Avenue and Almaden Road (AM Peak Hour) x SR 87, northbound betw een Almaden Road and Alma Avenue (AM Peak Hour) x SR 87, northbound be tween I-280 and Julian Street (AM Peak Hour) x SR 87, northbound betwee n Julian Street and Coleman Avenue (AM Peak Hour) x SR 87, northbound betwee n Taylor Street and Skyport Drive (AM Peak Hour) x SR 87, northbound be tween Skyport Drive and US 101 (AM Peak Hour) x SR 87, southbound be tween US 101 and Skyport Drive (PM Peak Hour) x SR 87, southbound between Skyport Driv e and Taylor Street (PM Peak Hour) x SR 87, southbound betwee n Taylor Street and Coleman Street (PM Peak Hour) x SR 87, southbound be tween Julian Street and I-280 (PM Peak Hour) x SR 87, southbound be tween I-280 and Alma Avenue (PM Peak Hour) x SR 87, southbound betw een Alma Avenue and Almaden Avenue (PM Peak Hour) x I-880, southbound between Gr eat Mall Parkway and Montague Expressway (AM Peak Hour) x I-880, southbound between Dixon Landing and SR 237 (AM Peak Hour) x I 680, northbound between Scott Cr eek Road and SR 262 (PM Peak Hour) x I 680, northbound be tween SR 262 and Durham Road (PM Peak Hour) x I 680, northbound between Durham Road and Washington Boulevard (PM Peak Hour) Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 122
x I 680, northbound between Washington Boulevard and SR 238 (PM Peak Hour) x I 680, northbound be tween SR 238 and Vargas Road (PM Peak Hour) x I 680, northbound between Vargas Ro ad and Andrade Road (PM Peak Hour) x I 680, southbound between Bernal Aven ue and Sunol Boulevard (AM Peak Hour) x I 680, southbound betwee n Stoneridge Drive and Bernal Avenue (AM Peak Hour) x I-880, northbound between Dixon Landing and SR 262 (PM Peak Hour) Furthermore, the buildout of the Freedom Circle Focus Area also would adversely affect 42 high occupancy vehicle (HOV) lane segments.
The VTA’s Valley Transportation Plan (VTP) 2040 identifies freeway express lane projects along US 101 between Cochrane Road and Whipple Avenue. The planned conversion of the existing HOV lane to an express lane and the construction of a second express lane in each direction would increase the capacity of the freeway and help to address the deficiency in freeway operations to which the project would contribute. The Phase 3 portion of the Silicon Valley Express Lanes Project, which extends along US 101 from SR 237 to San Mateo County, is currently under construction and is anticipated to open in 2021. Phase 5, which will extend the US 101 express lanes south from SR 237 to I-880, is expected to be completed in 2025. The San Mateo 101 Express Lanes Project is currently under construction and is expected to be completed in 2022.
The Phase 2 portion of the Silicon Valley Express Lane Project, which extends along SR 237 from N.
First Street to Mathilda Avenue, opened in November 2019. The level of service listed in the above table are taken from VTA's 2018 Congestion Management Program Monitoring Report, and thus do not reflect the newly opened express lane. Additional freeway improvements such as the addition of mixed- flow lanes are generally not feasible due to right of way constraints and secondary impacts associated with induced travel.
The Alameda County Transportation Commission (Alameda CTC), in cooperation with the California Department of Transportation (Caltrans) and the Federal Highway Administration (FHWA), environmentally cleared the construction of an HOV/express lane on northbound I-680 from the SR 237 interchange in Santa Clara County to north of the SR 84 interchange in Alameda County. The project was split into two phases. Phase 1, which entailed the construction of nine miles of a HOV/continuous access express lane in the northbound direction on I-680 between SR 262 and SR 84 was completed in 2020. Additionally, the adjacent I-680 Southbound Express Lane is being upgraded to improve access.
Tolling operations for both directions will begin in spring 2022. Phase 2 will construct five miles of HOV/express lane along the northbound direction on I-680 from SR-237 to Auto Mall Parkway through widening I-680 along with other necessary improvements, including structure widening/modification and retaining walls. Future development of Phase 2 will be performed in close coordination with the Santa Clara Valley Transportation Authority.
The Metropolitan Transportation Commission (MTC) completed the conversion of existing I-880 HOV lanes that run from Hegenberger Road to Dixon Landing Road in the southbound direction and from Dixon Landing Road to Lewelling Boulevard in the northbound direction to express lanes in 2020. The conversion involved lane striping and installing sign structures, signs, tolling equipment, traffic monitoring video cameras, a data communications network, lighting, median barrier replacement and CHP observation areas. The highway also was widened in three locations to accommodate merge lanes into and out of the future express lanes. The level of service listed in the above table are taken from the 2018 Congestion Management Program Monitoring Report, and thus do not reflect the newly opened HOV/express lanes on I-680 and I-880.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 123
Table 19
Santa Clara County Freeway Segment Traffic Operations
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 124
Table 19 (Continued)
Santa Clara County Freeway Segment Traffic Operations
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 125
Table 19 (Continued)
Santa Clara County Freeway Segment Traffic Operations
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 126
Table 19 (Continued)
Santa Clara County Freeway Segment Traffic Operations
Peak # of # of Project % of Project % of
Dir Hour Lanes1 Capacity2 Density LOS 1 Lanes1 Capacity2 Density LOS 1 Density LOS Trips Capacity Density LOS Trips Capacity SR 237 WB AM 2 4,400 98 F 1 1,650 70 F 105 F 199 4.5% 73 F 66 4.0% PM 2 4,400 45 D 1 1,650 11 A 46 D 61 1.4% 11 A 0 0.0%
SR 237 WB AM 2 4,400 92 F 1 1,650 84 F 98 F 196 4.5% 88 F 66 4.0% PM 2 4,400 38 D 1 1,650 14 B 39 D 61 1.4% 14 B 0 0.0%
SR 237 WB AM 2 4,400 103 F 1 1,650 82 F 103 F 0 0.0% 86 F 77 4.7% PM 2 4,400 27 D 1 1,650 15 B 27 D 12 0.3% 16 B 59 3.6%
SR 237 WB AM 2 4,400 95 F 1 1,650 93 F 96 F 38 0.9% 94 F 70 . 4 % PM 2 4,400 61 F 1 1,650 38 D 61 F 15 0.3% 39 D 49 3.0%
SR 237 WB AM 3 6,900 89 F 0- - -- -- 90 F 38 0.6% -- -- -- -- PM 3 6,900 84 F 0- - -- -- 84 F 15 0.2% -- -- -- --
SR 237 WB AM 2 4,400 51 E 0 -- -- -- 51 E 31 0.7% -- -- -- -- PM 2 4,400 82 F 0- - -- -- 82 F 13 0.3% -- -- -- --
SR 237 WB AM 2 4,400 36 D 0 -- -- -- 37 D 72 1.6% -- -- -- -- PM 2 4,400 95 F 0- - -- -- 100 F 141 3.2% -- -- -- --
SR 237 WB AM 2 4,400 39 D 0 -- -- -- 40 D 61 1.4% -- -- -- -- PM 2 4,400 77 F 0- - -- -- 80 F 130 3.0% -- -- -- --
SR 237 WB AM 2 4,400 28 D 0 -- -- -- 28 D 49 1.1% -- -- -- -- PM 2 4,400 64 F 0- - -- -- 66 F 110 2.5% -- -- -- --
SR 237 WB AM 2 4,400 65 F 0- - -- -- 66 F 42 1.0% -- -- -- -- PM 2 4,400 43 D 0 -- -- -- 44 D 108 2.5% -- -- -- --
SR 87 NB AM 2 4,400 95 F 1 1,650 137 F 98 F 81 1.8% 141 F 17 1.0% PM 2 4,400 18 B 1 1,650 12 B 18 C 15 0.3% 12 B 7 0.4%
SR 87 NB AM 2 4,400 113 F 1 1,650 100 F 118 F 106 2.4% 102 F 22 1.3% PM 2 4,400 29 D 1 1,650 10 A 29 D 18 0.4% 10 A 8 0.5%
SR 87 NB AM 2 4,400 108 F 1 1,650 80 F 113 F 112 2.5% 81 F 28 1.7% PM 2 4,400 31 D 1 1,650 20 C 31 D 21 0.5% 20 C 9 0.5%
SR 87 NB AM 2 4,400 58 E 1 1,650 49 E 60 F 144 3.3% 50 E 32 1.9% PM 2 4,400 46 D 1 1,650 17 B 46 E 25 0.6% 17 B 11 0.7%
SR 87 NB AM 2 4,400 35 D 1 1,650 27 D 36 D 124 2.8% 28 D 34 2.1% PM 2 4,400 42 D 1 1,650 15 B 42 D 29 0.7% 15 B 12 0.7%
SR 87 NB AM 2 4,400 93 F 1 1,650 72 F 98 F 151 3.4% 73 F 36 2.2% PM 2 4,400 15 B 1 1,650 11 A 15 B 29 0.7% 11 B 12 0.7%
SR 87 NB AM 2 4,400 102 F 1 1,650 63 F 108 F 149 3.4% 65 F 52 3.2% PM 2 4,400 34 D 1 1,650 13 B 35 D 62 1.4% 13 B 24 1.5%
SR 87 NB AM 2 4,400 51 E 1 1,650 46 D 53 E 146 3.3% 47 E 53 3.2% PM 2 4,400 21 C 1 1,650 7 A 22 C 62 1.4% 7 A 25 1.5%
SR 87 NB AM 2 4,400 62 F 1 1,650 36 D 65 F 186 4.2% 37 D 56 3.4% PM 2 4,400 17 B 1 1,650 4 A 18 B 76 1.7% 4 A 28 1.7%
SR 87 NB AM 2 4,400 128 F 1 1,650 102 F 140 F 193 4.4% 107 F 56 3.4% PM 2 4,400 25 C 1 1,650 8 A 26 C 85 1.9% 8 A 28 1.7%
SR 87 SB AM 2 4,400 21 C 1 1,650 8 A 22 C 82 1.9% 8 A 26 1.6% PM 2 4,400 100 F 1 1,650 36 D 105 F 135 3.1% 37 D 63 3.8% SR 87 SB AM 2 4,400 23 C 1 1,650 4 A 24 C 67 1.5% 4 A 24 1.5% PM 2 4,400 100 F 1 1,650 28 D 105 F 130 3.0% 29 D 62 3.8% SR 87 SB AM 2 4,400 23 C 1 1,650 6 A 23 C 59 1.3% 6 A 22 1.3% PM 2 4,400 94 F 1 1,650 36 D 97 F 103 2.3% 37 D 57 3.5% SR 87 SB AM 2 4,400 30 D 1 1,650 7 A 30 D 59 1.3% 7 A 22 1.3% PM 2 4,400 55 E 1 1,650 28 D 56 E 100 2.3% 29 D 57 3.5% Zanker Rd to N. 1st St
N. 1st St to Great America Pkwy
Great America Pkwy to Lawrence Expwy
Lawrence Expwy to N. Fair Oaks Ave
Alma Ave to I-280
US 101 to Skyport Dr
Skyport Dr to Taylor St
Taylor St to Coleman St
Coleman Ave to Julian St
Skyport Dr to US 101
Taylor St to Skyport Dr
N. Fair Oaks Ave to Mathilda Ave
Mathilda Ave to US 101
I-280 to Julian St
Julian St to Coleman Ave
Coleman St to Taylor St
SR 85 to Capitol Expwy
Capitol Expwy to Curtner Ave
Curtner Ave to Almaden Rd
Almaden Rd to Alma Ave
Central Pkwy to SR 85
SR 85 to El Camino Real
US 101 to Maude Ave
Maude Ave to Central Pkwy
Existing Conditions
Mixed-Flow HOV Lane
Freeway Segment
Mixed-Flow HOV Lane
Existing + Project
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 127
Table 19 (Continued)
Santa Clara County Freeway Segment Traffic Operations
Peak # of # of Project % of Project % of
Dir Hour Lanes1 Capacity2 Density LOS 1 Lanes1 Capacity2 Density LOS 1 Density LOS Trips Capacity Density LOS Trips Capacity SR 87 SB AM 2 4,400 14 B 1 1,650 6 A 14 B 35 0.8% 6 A 14 0.8% PM 2 4,400 69 F 1 1,650 36 D 71 F 81 1.8% 36 D 33 2.0%
SR 87 SB AM 2 4,400 15 B 1 1,650 8 A 15 B 26 0.6% 8 A 11 0.7% PM 2 4,400 82 F 1 1,650 54 E 84 F 62 1.4% 55 E 29 1.8%
SR 87 SB AM 2 4,400 27 D 1 1,650 6 A 27 D 23 0.5% 6 A 10 0.6% PM 2 4,400 81 F 1 1,650 47 E 83 F 78 1.8% 48 E 28 1.7%
SR 87 SB AM 2 4,400 20 C 1 1,650 8 A 20 C 19 0.4% 8 A 8 0.5% PM 2 4,400 48 E 1 1,650 35 D 49 E 75 1.7% 35 D 25 1.5%
SR 87 SB AM 2 4,400 16 B 1 1,650 6 A 16 B 17 0.4% 6 A 8 0.5% PM 2 4,400 43 D 1 1,650 28 D 44 D 71 1.6% 28 D 21 1.3%
SR 87 SB AM 2 4,400 23 C 1 1,650 6 A 23 C 12 0.3% 6 A 5 0.3% PM 2 4,400 31 D 1 1,650 19 C 31 D 40 0.9% 19 C 14 0.8%
I-680 NB AM 4 9,200 22 C 0 -- -- -- 22 C 0 0.0% -- -- -- -- PM 4 9,200 28 D 0 -- -- -- 28 D 74 0.8% -- -- -- --
I-680 NB AM 3 6,900 39 D 0 -- -- -- 39 D 0 0.0% -- -- -- -- PM 3 6,900 26 C 0 -- -- -- 26 D 73 1.1% -- -- -- --
I-680 NB AM 3 6,900 28 D 0 -- -- -- 28 D 0 0.0% -- -- -- -- PM 3 6,900 22 C 0 -- -- -- 22 C 86 1.2% -- -- -- --
I-680 SB AM 3 6,900 25 C 1 1,650 18 B 25 C 90 1.3% 18 C 17 1.0% PM 3 6,900 40 D 1 1,650 12 B 40 D 3 0.0% 12 B 6 0.4%
I-680 SB AM 3 6,900 24 C 1 1,650 18 B 24 C 85 1.2% 18 C 17 1.0% PM 3 6,900 79 F 1 1,650 16 B 79 F 2 0.0% 16 B 6 0.4%
I-680 SB AM 4 9,200 24 C 0 -- -- -- 24 C 100 1.1% -- -- -- -- PM 4 9,200 95 F 0- - -- -- 95 F 4 0.0% -- -- -- --
I-880 NB AM 3 6,900 22 C 1 1,650 17 B 22 C 0 0.0% 17 B 0 0.0% PM 3 6,900 28 D 1 1,650 13 B 28 D 32 0.5% 13 B 3 0.2%
I-880 NB AM 3 6,900 27 D 1 1,650 27 D 27 D 0 0.0% 27 D 0 0.0% PM 3 6,900 34 D 1 1,650 20 C 34 D 30 0.4% 20 C 3 0.2%
I-880 NB AM 3 6,900 24 C 1 1,650 11 A 27 D 51 0.7% 11 B 21 1.3% PM 3 6,900 46 D 1 1,650 39 D 53 E 174 2.5% 40 D 64 3.9% I-880 SB AM 3 6,900 60 F 1 1,650 30 D 62 F 200 2.9% 30 D 6 0.4% PM 3 6,900 68 F 1 1,650 28 D 68 F 38 0.6% 28 D 11 0.7%
I-880 SB AM 3 6,900 44 D 1 1,650 36 D 45 D 120 1.7% 36 D -5 -0.3% PM 3 6,900 82 F 1 1,650 38 D 82 F 13 0.2% 38 D 11 0.7%
I-880 SB AM 3 6,900 57 E 1 1,650 122 F 66 F 135 2.0% 129 F 61 3.7% PM 3 6,900 29 D 1 1,650 19 C 33 D 18 0.3% 19 C 11 0.7%
Notes:
HOV = high-occupancy vehicle; LOS = level of service.
1. Number of lanes and level of service (LOS) on each segment are taken from VTA's 2018 Congestion Management Program Monitoring Report.
2. Capacity is based on the capacities cited in VTA's Transportation Impact Analysis Guidelines (2014).
Bold indicates a substandard level of service.
Outline indicates an adverse effect associated with the Freedom Circle development.
Mixed-Flow HOV Lane
Existing + ProjectExisting Conditions
Mixed-Flow HOV Lane
Freeway Segment
Alma Ave to Almaden Ave
I-280 to Alma Ave
Julian St to I-280
Almaden Ave to Curtner Ave
Curtner Ave to Capitol Expwy
Capitol Expwy to SR 85
Jacklin Rd to Calaveras Blvd / SR 237
Calaveras Blvd / SR 237 to Yosemite Dr
SR 237 to Great Mall Pkwy
Dixon Landing to SR 237
SR 237 to Dixon Landing
Great Mall Pkwy to Montague Expwy
Montague Expwy to Great Mall Pkwy
Great Mall Pkwy to SR 237
Scott Creek Rd to Jacklin Rd
Yosemite Dr to Calaveras Blvd / SR 237
Calaveras Blvd / SR 237 to Jacklin Rd
Jacklin Rd to Scott Creek Rd
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 128
Table 20
Alameda County Freeway Segment Traffic Operations
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 129
Table 20 (continued)
Alameda County Freeway Segment Traffic Operations
Table 21
San Mateo County Freeway Segment Traffic Operations
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 130
While the SR 87 Corridor Study, dated October 2018, stated that there is no room to expand the freeway, it identified technology-based improvements and innovative solutions to maximize use of the existing infrastructure and lead to lower levels of solo driving and higher use of other available modes of travel along the corridor. Potential improvements identified in the study include converting the southbound ramp from US 101 southbound to SR 87 southbound from one to two lanes, use of shoulders as part-time lanes, converting HOV lanes to express lanes, technology-based improvements, and multimodal improvements. Implementation of TDM measures would reduce vehicle trips generated by the Freedom Circle Focus Area, lessening the project’s effect on nearby freeways. However, even with an aggressive TDM program, the project would have an adverse effect on many freeway segments.
Developments within the Freedom Circle Focus Area should be required to provide fair share funding for the above-listed freeway improvements as they come along if full funding is not secured by then.
Freeway Ramp Traffic Operations
A freeway ramp operations analysis was performed to verify that the nearby freeway ramps have sufficient capacity to serve the projected traffic volumes with the development of the Freedom Circle Focus Area. This analysis consisted of a volume-to-capacity (v/c) ratio evaluation of the freeway ramps at the study interchanges that provide access to the Focus Area. The ramp capacities were obtained from the Highway Capacity Manual 2000, and consider the free-flow speed, number of lanes on the ramp, and ramp metering. It should be noted that the evaluation of freeway ramps is not required based on the VTA’s Transportation Impact Analysis Guidelines, nor are there adopted methodologies and impact criteria for the analysis of freeway ramps.
Freeway ramp traffic operations analysis was conducted for ramps at the following interchanges:
x US 101/Montague Expressway
x US 101/Great America Parkway
x SR 237/Great America Parkway
x US 101/Lawrence Expressway
x SR 237/Lawrence Expressway
Table 22 presents the existing freeway ramp parameters (ramp type, number of lanes, ramp meter locations, and peak-hour traffic volumes) as well as the existing v/c ratio. The existing traffic volume is well below the capacity on all study freeway ramps.
Table 23 presents an analysis of freeway ramps with the trips added by buildout of the Freedom Circle Focus Area. Under existing plus project conditions, all but one study ramp are expected to have sufficient capacity (v/c < 1.0) during both peak hours. The volume on the US 101 Northbound On Ramp from southbound Great America Parkway is expected to exceed the ramp capacity during the PM peak hour due to the buildout of the Freedom Circle Focus Area. This ramp currently has a single lane with ramp metering equipment that limits the ramp capacity to 900 vehicle per hour. The capacity of this ramp could be doubled by widening the ramp to add a second lane for high-occupancy vehicles that merges back to a single lane after the ramp meter. This improvement would require Caltrans approval.
It is recommended that the Freedom Circle Focus Area developments fund this improvement.
Vehicle Queuing Analysis
The analysis of intersection levels of service was supplemented with a vehicle queuing analysis for left- turn lanes at intersections where buildout of the Freedom Circle Focus Area would add a substantial number of left turns. This analysis provides a basis for estimating future storage requirements at the Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 131
Table 22
Existing Freeway Ramp Operations
Interchange Ramp Type Peak
Hour Mixed-Flow HOV Meter1 Capacity2 Peak
Volume3 v/c
Diagonal AM 2,000 248 0.12
PM 2,000 358 0.18
Loop AM 1,800 298 0.17
PM 1,800 270 0.15
Diagonal AM 900 284 0.32
PM 900 517 0.57
Loop AM 1,800 260 0.14
PM 1,800 621 0.35
Diagonal AM 2,000 1,543 0.77
PM 2,000 940 0.47
Diagonal AM 2,000 1,054 0.53
PM 2,000 449 0.22
Diagonal AM 1,800 361 0.20
PM 1,800 823 0.46
Diagonal AM 900 565 0.63
PM 900 693 0.77
Diagonal AM 2,000 605 0.30
PM 2,000 546 0.27
Diagonal AM 2,000 978 0.49
PM 2,000 1,269 0.63
US 101/Lawrence Expressway Diagonal AM 1,800 505 0.28
PM 1,800 349 0.19
Loop AM 1,800 337 0.19
PM 1,800 162 0.09
US 101/Lawrence Expressway Diagonal AM 3,800 1,136 0.30 PM 3,800 1,309 0.34
Diagonal AM 3,800 811 0.21
PM 3,800 1,754 0.46
SR 237/Lawrence Expressway Loop AM 900 282 0.31
PM 900 191 0.21
Diagonal AM 2,000 79 0.04
PM 2,000 620 0.31
Notes:
NB=northbound, SB=southbound, EB=eastbound, WB=westbound, v/c = volume-to-capacity ratio 1 As a conservative approach, if an on-ramp has meter equipment present, the ramp is analyzed assuming it is metered. 2 3 Peak-hour volumes are obtained through intersection counts or the Caltrans Performance Measurement System (PeMS) database.
SR 237/Great America Parkway
EB Off-Ramp to Great America Parkway 1 - -
WB On-Ramp from Great America Parkway 1 - Equipment
Present
WB Off-Ramp to Great America Parkway 1 - -
US 101/Great America Parkway
US 101/Great America Parkway
SR 237/Great America Parkway
- -
SB Off-Ramp to Great America Parkway 1 - -
Equipment
Present
Ramp capacities were obtained from the Highway Capacity Manual, 2000 (pg 25-4), and considered the free-flow speed, the number of lanes on the ramp, and ramp metering. 1 1
1 2
2 - -
1 -
Equipment
Present
-
NB On-Ramp from Southbound Lawrence
Expressway
SB On-Ramp from Southbound Lawrence
Expressway
NB Off-Ramp to Lawrence Expressway
SB Off-Ramp to Lawrence Expressway
Lanes Existing Conditions
Equipment
Present
NB On-Ramp from Southbound Great
America Parkway 1 - Equipment
Present
SB On-Ramp from Southbound Great
America Parkway 1 1 Equipment
Present
NB Off-Ramp to Great America Parkway 1
EB On-Ramp from Great America Parkway 1 1
WB On-Ramp from Northbound Lawrence
Expressway 1 - Equipment
Present
EB Off-Ramp to Southbound Lawrence
Expressway 1 - -
SB On-Ramp from Westbound Montague
Expressway 1 1 Equipment
Present
US 101/Montague Expressway
NB Off-Ramp to Eastbound Montague
Expressway 1 - -
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 132
Table 23
Freeway Ramp Operations under Existing Plus Project Conditions
Interchange Ramp Type Peak
Hour Capacity1 Peak
Volume2 v/c Project
Trips
Peak
Volume
% of
Capacity v/c
NB Off-Ramp to Eastbound Montague Expressway Diagonal AM 2,000 248 0.12 454 702 22.7% 0.35 PM 2,000 358 0.18 310 668 15.5% 0.33
SB On-Ramp from Westbound Montague Expressway Loop AM 1,800 298 0.17 219 517 12.2% 0.29 PM 1,800 270 0.15 212 482 11.8% 0.27
AM 900 284 0.32 173 457 19.2% 0.51
PM 900 517 0.57 595 1,112 66.1% 1.24
Loop AM 1,800 260 0.14 128 388 7.1% 0.22
PM 1,800 621 0.35 184 805 10.2% 0.45
NB Off-Ramp to Great America Parkway Diagonal AM 2,000 1,543 0.77 56 1,599 2.8% 0.80 PM 2,000 940 0.47 179 1,119 9.0% 0.56
SB Off-Ramp to Great America Parkway Diagonal AM 2,000 1,054 0.53 285 1,339 14.3% 0.67 PM 2,000 449 0.22 181 630 9.1% 0.32
AM 1,800 361 0.20 12 373 0.7% 0.21
PM 1,800 823 0.46 221 1,044 12.3% 0.58
Diagonal AM 900 565 0.63 68 633 7.6% 0.70
PM 900 693 0.77 145 838 16.1% 0.93
EB Off-Ramp to Great America Parkway Diagonal AM 2,000 605 0.30 208 813 10.4% 0.41 PM 2,000 546 0.27 174 720 8.7% 0.36
WB Off-Ramp to Great America Parkway Diagonal AM 2,000 978 0.49 52 1,030 2.6% 0.52 PM 2,000 1,269 0.63 -42 1,227 -2.1% 0.61
US 101/Lawrence Expressway AM 1,800 505 0.28 4 509 0.2% 0.28 PM 1,800 349 0.19 -3 346 -0.2% 0.19
Loop AM 1,800 337 0.19 -5 332 -0.3% 0.18
PM 1,800 162 0.09 64 226 3.6% 0.13
US 101/Lawrence Expressway NB Off-Ramp to Lawrence Expressway Diagonal AM 3,800 1,136 0.30 -15 1,121 -0.4% 0.30 PM 3,800 1,309 0.34 263 1,572 6.9% 0.41
SB Off-Ramp to Lawrence Expressway Diagonal AM 3,800 811 0.21 5 816 0.1% 0.21 PM 3,800 1,754 0.46 54 1,808 1.4% 0.48
SR 237/Lawrence Expressway Loop AM 900 282 0.31 -62 220 -6.9% 0.24 PM 900 191 0.21 16 207 1.8% 0.23
Diagonal AM 2,000 79 0.04 56 135 2.8% 0.07
PM 2,000 620 0.31 -155 465 -7.8% 0.23
Notes:
NB=northbound, SB=southbound, EB=eastbound, WB=westbound, v/c = volume-to-capacity ratio 1 2 Peak-hour volumes are obtained through intersection counts or the Caltrans Performance Measurement System (PeMS) database. 3 As a conservative approach, if an on-ramp has meter equipment present, the ramp is analyzed assuming it is metered.
EB Off-Ramp to Southbound Lawrence Expressway
Existing + Project Conditions
WB On-Ramp from Northbound Lawrence Expressway
SR 237/Great America Parkway
Existing Conditions
EB On-Ramp from Great America Parkway Diagonal
US 101/Montague Expressway
Ramp capacities were obtained from the Highway Capacity Manual, 2000 (pg 25-4), and considered the free-flow speed, the number of lanes on the ramp, and ramp metering.
NB On-Ramp from Southbound Lawrence Expressway
SB On-Ramp from Southbound Lawrence Expressway
Diagonal
NB On-Ramp from Southbound Great America
Parkway
Diagonal
SB On-Ramp from Southbound Great America
Parkway
US 101/Great America Parkway
US 101/Great America Parkway
SR 237/Great America Parkway
WB On-Ramp from Great America Parkway
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 133
intersections under existing and cumulative plus project conditions, which includes development of both the Freedom Circle Focus Area and the PHDSP Area along with other nearby planned and proposed developments including the Kylli project, City Place, and the Tasman East Specific Plan.
Vehicle queues were estimated using a Poisson probability distribution, described in Chapter 1. The following left-turn movements were selected for evaluation:
x Bowers Avenue and US 101 SB Off-Ramp – Eastbound left turn x Great America Parkway and Mission College Boulevard – Westbound and southbound left turn
x Great America Parkway and Patrick Henry Drive – Southbound and westbound left turn x Great America Parkway and Tasman Drive –Westbound left turn x Marriott Driveway and Mission College Boulevard – Eastbound left turn x Freedom Circle (W) and Mi ssion College Boulevard – Northbound and eastbound left turn x Freedom Circle (E)/Agnew Road and Mission College Boulevard – Northbound, westbound, and eastbound left turn
x Mission College Boulevard and Montague Expressway – Southbound and eastbound left turn x Great America Parkway and SR 237 Westbound Ramps – Northbound and westbound left turn
The queuing analysis results are presented in Table 24. The results show that seven of the nine intersections studied are expected to have insufficient turn lane storage to accommodate the anticipated traffic volumes in the Year 2040. The feasibility of potential improvements to address the queue storage deficiencies is discussed below. It should be noted that this analysis is conservative since the queue storage requirements could be reduced somewhat (up to 10 percent) through the implementation of TDM measures.
Great America Parkway and Mission College Boulevard – Westbound and Southbound Left Turn
Currently there are two left-turn lanes each 250 feet long on the westbound Mission College Boulevard approach. Under existing conditions, the 95th percentile queue exceeds the existing storage by 150 and 100 feet during the AM and PM peak hours, respectively. Planned improvements at this intersection include the addition of a third westbound left-turn lane. Even with this increase in queue storage, the traffic volumes under cumulative plus project conditions would result in queues that spill out of the triple left-turn pocket. The Freedom Circle Focus Area developments will be required to convert Hichborn Drive into a two-way street and construct a full- access signalized intersection at Great America Parkway and Hichborn Drive to offset the adverse effect on intersection levels of service. This roadway network change would reduce the traffic volume making the westbound left turn at the Great America/Mission College intersection. With the planned third westbound left-turn lane, traffic reassignment due to the signalization of Great America Parkway and Hichborn Drive, and a 10 percent TDM reduction, the 95th percentile queue would be reduced to 300 feet per lane, which would still exceed the available storage during the AM peak hour. The length of the turn lanes could be extended to accommodate the projected 95 th percentile
queue (300 feet) by modifying the landscaped median island.
The existing storage capacity for the southbound left-turn movement on Great America Parkway is approximately 200 feet in the inner lane and 600 feet in the outer left-turn lane for an average of 400 feet per lane. Under existing conditions, the available storage is sufficient to accommodate the 95th percentile queue. Under cumulative conditions, this movement is expected to exceed the available storage during both the AM and PM peak hours, with a maximum queue of 725 feet per lane. T he proposed improvements at Great America Parkway and Hichborn Drive would cause some southbound Great America Parkway traffic to divert from turning left at Mission College Boulevard to Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 134
turning left at Hichborn Drive. With the reassignment in traffic due to the improvements at Hichborn Drive and a 10 percent TDM reduction, the 95th percentile queue would be reduced to 575 feet per lane, which would still exceed the available storage during both peak hours. The turn lanes could be extended by modifying the existing landscaped median. However, there is not sufficient space to accommodate the 95th percentile queue at this intersection while also accommodating the queue storage required for the northbound left turn at the Great America/Patrick Henry intersection, which would face lengthy queues as a result of the trips added by the Patrick Henry Drive Specific Plan and Kylli developments.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 135
Table 24
Left-Turn Storage Queuing Analysis
Measurement AM PM AM PM AM PM AM PM AM PM
Existing
Cycle/Delay1 (sec) 78 110 156 140 156 140 156 160 156 160 Volume (v ph) 569 253 468 445 142 368 29 9 13 209
Lanes 22 2 2 2 2 1122
Volume (vphpl) 285 127 234 223 71 184 29 9 7 105
Avg. Queue (veh) 6.2 3.9 10.1 8.7 3.1 7.2 1.3 0.4 0.3 4.6 Avg. Queue (ft.) 154 97 254 216 77 179 31 10 7 116
95th %. Queue (veh) 10 7 16 14 6 12 3 2 1 8
95th %. Queue (ft.) 250 175 400 350 150 300 75 50 25 200 Storage (ft/ln) 780 780 250 250 400 400 380 380 125 125 Adequate (Y/N) YY NN YY Y Y Y N
Cum + Project
Cycle/Delay1 (sec) 78 110 156 140 156 140 156 160 156 160 Volume (v ph) 977 404 740 3 1120 3 970 3 1087 3 124 39 110 686 Lanes 22 3 3 2 2 1122
Volume (vphpl) 489 202 247 373 485 544 124 39 55 343
Avg. Queue (veh) 10.6 6.2 10.7 14.5 21.0 21.1 5.4 1.7 2.4 15.2 Avg. Queue (ft.) 265 154 267 363 525 528 134 43 60 381
95th %. Queue (veh) 16 11 16 21 29 29 9 4 5 22
95th %. Queue (ft.) 400 275 400 525 725 725 225 100 125 550 Storage (ft/ln) 780 780 250 250 400 400 380 380 125 125 Adequate (Y/N) YY NNNN YYY N
1 Vehicle queue calculations based on cycle length for signalized intersections, and mov ement delay for unsignalized intersections. 2 Assumes 25 Feet Per Vehicle Queued
3 The WBL and SBL volumes at Great America Parkway/Mission College Boulevard under cumulative plus project conditions do not reflect the traffic reassignment expected as a result of signalization at the Great America Parkway/Hichborn Drive intersection.
EBL
Bowers Av/US 101 SB Off Ramp Great America Pkwy/Mission College Blvd
WBL SBL
Great America Pkwy/Patrick Henry Dr
SBL WBL
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 136
Table 24 (continued)
Left-Turn Storage Queuing Analysis
Measurement AM PM AM PM AM PM AM PM AM PM AM PM
Existing
Cycle/Delay1 (sec) 156 90 100 100 130 130 130 130 130 130 130 130 Volume (vph) 335 270 10 8 47 336 1 4 4 10 213 43
Lanes 2 2 1 1 11111122
Volume (vphpl) 168 135 10 8 47 336 1 4 4 10 107 22
Avg. Queue (veh) 7.3 3.4 0.3 0.2 1.7 12.1 0.0 0.1 0.1 0.4 3.8 0.8 Avg. Queue (ft.) 181 84 7 6 42 303 1 4 4 9 96 19
95th %. Queue (veh) 12 7 1 1 4 18 1 1 1 2 7 2
95th %. Queue (ft.) 300 175 25 25 100 450 25 25 25 50 175 50 Storage (ft/ln) 270 270 160 160 115 115 150 150 150 150 110 110 Adequate (Y/N) N YY Y Y N YYYY N Y
Cum + Project
Cycle/Delay1 (sec) 156 90 100 100 130 130 130 130 130 130 130 130 Volume (vph) 722 617 105 28 528 3 1240 3 304 67 206 132 860 479 Lanes 3 3 1 1 22111122
Volume (vphpl) 241 206 105 28 264 620 304 67 206 132 430 240 Avg. Queue (veh) 10.4 5.1 2.9 0.8 9.5 22.4 11.0 2.4 7.4 4.8 15.5 8.6 Avg. Queue (ft.) 261 129 73 19 238 560 274 60 186 119 388 216 95th %. Queue (veh) 16 9 6 2 15 30 17 5 12 9 22 14
95th %. Queue (ft.) 400 225 150 50 375 750 425 125 300 225 550 350 Storage (ft/ln) 270 270 160 160 115 115 150 150 150 150 110 110 Adequate (Y/N) N YY Y NNN Y NNNN
*Volume reflects total EB approach volume in the single shared-lane approach. 1 Vehicle queue calculations based on cycle length for signalized intersections, and mov ement delay for unsignalized intersections. 2 Assumes 25 Feet Per Vehicle Queued
3 The NBL volumes at Freedom Circle (W)/Mission College Boulevard under cumulaitve plus project conditions do not reflect the traffic reassignment expected as a result of signalization at the Great America Parkway/Hichborn Drive intersection.
WBL
Great America Pkwy/Tasman Dr Marriott Dwy/Mission College Blv d Freedom Circle (W)/Mission College Blvd Freedom Circle (E)/Agnew Rd/Mission College Blvd
WBL EBL NBL EBL NBL
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 137
Table 24 (continued)
Left-Turn Storage Queuing Analysis
Measurement AM PM AM PM AM PM AM PM AM PM
Existing
Cycle/Delay1 (sec) 130 130 190 190 190 190 52 72 52 72
Volume (vph) 129 493 46 730 996 247 141 343 901 944
Lanes 1122222222
Volume (vphpl) 129 493 23 365 498 124 71 172 451 472
Avg. Queue (veh) 4.7 17.8 1.2 19.3 26.3 6.5 1.0 3.4 6.5 9.4 Avg. Queue (ft.) 116 445 30 482 657 163 25 86 163 236
95th %. Queue (veh) 8 25 3 27 35 11 3 7 11 15
95th %. Queue (ft.) 200 625 75 675 875 275 75 175 275 375 Storage (ft/ln) 350 350 310 310 700 700 210 210 480 480 Adequate (Y/N) Y N Y NN YYYYY
Cum + Project
Cycle/Delay1 (sec) 130 130 190 190 190 190 52 72 52 72
Volume (vph) 287 945 420 730 1420 485 186 809 1159 1162 Lanes 1122222233
Volume (vphpl) 287 945 210 365 710 243 93 405 386 387
Avg. Queue (veh) 10.4 34.1 11.1 19.3 37.5 12.8 1.3 8.1 5.6 7.7 Avg. Queue (ft.) 259 853 277 482 937 320 34 202 140 194 95th %. Queue (veh) 16 44 17 27 48 19 3 13 10 13
95th %. Queue (ft.) 400 1100 425 675 1200 475 75 325 250 325 Storage (ft/ln) 350 350 310 310 700 700 210 210 480 480 Adequate (Y/N) NNNNN YY N YY
1 Vehicle queue calculations based on cycle length for signalized intersections, and movement delay for unsignalized intersections. 2 Assumes 25 Feet Per Vehicle Queued
Freedom Circle (E)/Agnew Rd/
Mission College Blvd
EBL SBL EBL NBL WBL/T
Mission College Blvd/Montague Expressway Great America Pkwy/SR 237 Westbound Ramps Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 138
Great America Parkway and Patrick Henry Drive – Westbound Left Turn Under existing conditions, the 95th percentile queue for the westbound left-turn (200 feet per lane) exceeds the available storage (125 feet per lane) during the PM peak hour. Buildout of the Freedom Circle Focus Area would more than triple the traffic volume at this location resulting in a 95th percentile queue of 550 feet per lane. The length of the turn lanes could be extended to approximately 350 feet by restriping the roadway. However, even with this change, queues are expected to spillback into the parking lots of the adjacent properties during the PM peak hour.
Great America Parkway and Tasman Drive –Westbound Left Turn The westbound left-turn queue is expected to grow from 300 feet per lane in two lanes under existing conditions to as much as 400 feet per lane in three lanes in the Year 2040 during the AM peak hour.
The left-turn pocket could be extended from the existing length of 270 feet to 425 feet by modifying the existing landscaped median.
Freedom Circle (W) and Mission College Boulevard – Northbound and Eastbound Left Turn
The 95th percentile queue (450 feet) currently exceeds the available storage (115 feet) for the northbound left-turn movement during the PM peak hour. The addition of a second northbound left-turn lane is recommended at this intersection to offset the adverse effect of Freedom Circle Focus Area developments under cumulative plus project conditions. This improvement can be accomplished within the existing curb-to-curb width. Even with the added lane, the 95th percentile queue is expected to exceed the available storage during both peak hours with a maximum queue of 750 feet per lane. The proposed conversion of Hichborn Drive to a two-way street and construction of a full-access signalized intersection at Great America Parkway and Hichborn Drive would reduce the traffic volume making the northbound left turn at the Freedom Circle (W)/Mission College intersection. With the recommended improvements on the eastbound and northbound approaches, signalization of Great America Parkway and Hichborn Drive, and a 10 percent TDM reduction, the 95th percentile queue would be reduced to 250 feet per lane, which would still exceed the available storage during both peak hours. The recommended dual left-turn lanes should be extended beyond the current turn-lane length to approximately 250 feet by restriping the roadway, and adjacent properties should avoid locating driveways in close proximity to Mission College Boulevard when they redevelop to avoid issues with queue spillback.Under existing conditions, the eastbound left-turn queue can be accommodated within the existing turn pocket storage. However, in the Year 2040, the trips associated with buildout of the Freedom Circle Focus Area are expected to cause the left-turn queue on eastbound Mission College Boulevard to extend up to 425 feet, which would exceed the existing turn pocket length by 275 feet.
The turn lane could be extended to a maximum length of approximately 300 feet by modifying the existing landscaped median. However, there is not sufficient space to accommodate the 95th percentile queue at this intersection due to its proximity to the Marriott Driveway/Mission College Boulevard intersection.
Freedom Circle (E)/Agnew Road and Mission College Boulevard – Northbound, Westbound, and Eastbound Left Turn
Currently, the northbound left-turn lane on the northbound Freedom Circle (E) approach at Mission College Boulevard is approximately 150 feet long. The existing queue storage is sufficient to accommodate the 95th percentile queue under existing conditions. However, the trips associated with buildout of the Freedom Circle development would cause the 95th percentile queue to grow to 300 feet during the AM peak hour and 225 feet during the PM peak hour under cumulative plus project conditions. The existing left-turn lane could be extended to accommodate the projected queue length by restriping the two-way left-turn lane as a dedicated turn lane for another 150 feet. The adjacent Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 139
properties should avoid locating driveways in close proximity to Mission College Boulevard so that site access is not impeded by left-turn queues on Freedom Circle.
The site plan for the proposed Greystar development shows three driveways on Freedom Circle including one at the northern edge of the project site that is only about 70 feet south of Mission College Boulevard. It is recommended that this driveway be limited to right-turns in and out only since it would frequently be blocked by queues on Freedom Circle. Furthermore, vehicles wanting to turn left into this driveway from southbound Freedom Circle would have to stop in the through lane while waiting for a break in traffic flow in the northbound lanes causing traffic on Freedom Circle to back up onto Mission College Boulevard.
The dual left-turn lanes on the westbound Mission College Boulevard approach are only 110 feet long.
Under existing conditions, the 95th percentile queue exceeds the available storage during the AM peak hour. Over 800 vehicles are expected to make this left turn by the Year 2040 in the AM peak hour due to the buildout of the Freedom Circle Focus Area, resulting in a 95th percentile queue of 550 feet per lane. Extending the westbound left-turn lanes to accommodate the projected queue length would require modifications to the median on the San Tomas Aquino Creek bridge.
The trips associated with the Freedom Circle Focus Area also are expected to exacerbate the queue storage deficiency for the eastbound left-turn lane. Currently, the 95th percentile queue (625 feet) exceeds the available storage (350 feet) by about 11 vehicles during the PM peak hour. Traffic growth by the Year 2040 would cause the 95th percentile queue to grow to 1,100 feet during the PM peak hour.
The addition of a second eastbound left-turn lane is not feasible because it would require acquisition of additional right of way in order to add another receiving lane on the north leg (Agnews Road). The existing turn lane could be extended by modifying the landscaped median; however, it is not feasible to accommodate the projected queue length in a single lane due to the proximity of the upstream signalized intersection at Freedom Circle (W).
Mission College Boulevard and Montague Expressway – Southbound and Eastbound Left Turn
Currently there are two left-turn lanes, each 310 feet long, on the southbound Mission College Boulevard approach. Under existing conditions, the queue storage is adequate during the AM peak hour, and the 95th percentile queue exceeds the existing storage by 365 feet during the PM peak hour.
The traffic volumes under cumulative plus project conditions are expected to increase during the AM peak hour resulting in queues that exceed the length of the dual left-turn pocket by 115 feet. The cumulative plus project forecast for the PM peak hour shows that the southbound left-turn volume would be unchanged. The length of the turn lanes cannot be extended due to the proximity of Wyatt Drive.
Under existing conditions, the 95th percentile queue for the eastbound left-turn movement on Montague Expressway currently extends beyond the storage capacity during the AM peak hour. Under Cumulative Plus Project conditions, the 95th percentile queue length is expected to grow to 1,200 feet per lane during the AM peak hour, which exceeds the available storage by 500 feet. The 2040 Expressway Plan identifies a partial grade separation at this intersection that would replace the eastbound dual left-turn lanes with a flyover. The flyover would eliminate signal control of the eastbound left-turn movement and thus resolve the queuing deficiency. The Freedom Circle Focus Area developments would provide fair share funding towards this improvement to offset the adverse effect on this intersection caused by the project. The funds collected for this improvement are subject to programming by the County for Board-approved projects.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 140
Great America Parkway and SR 237 Westbound Ramps – Northbound Left Turn The existing storage capacity for the northbound left-turn lane on Great America Parkway is approximately 210 feet, or 8 vehicles per lane. The traffic growth expected by the Year 2040 is estimated to result in a 95th percentile queue length of 325 feet per lane. The left-turn storage cannot be increased because the turn lanes extend to the upstream intersection at the SR 237 Eastbound Ramps.
Signal Warrant Analysis
The study evaluated two unsignalized T-intersections: Old Ironsides Drive/Old Glory Lane and Old Ironsides Drive/Patrick Henry Drive. The Old Ironsides Drive/Old Glory Lane intersection is stop controlled for the westbound Old Glory Lane approach. The Old Ironsides Drive/Patrick Henry Drive intersection is stop controlled on the southbound Old Ironsides Drive approach. Under cumulative conditions, which includes the Patrick Henry Drive Specific Plan Option 2 development, the parcel on the south side of Patrick Henry Drive, opposite to Old Ironsides Drive, is assumed to redevelop and have a driveway that would create a new south leg so that the intersection would have four legs. It was assumed that the intersection would include a single shared approach lane on the south leg. The north leg would be re-striped with one left-turn lane and one shared through/right-turn lane.
The level of service analysis (see Chapters 2 to 5) shows that both intersections would operate at an acceptable level (LOS A) under background no project and background plus project conditions. In the year 2030, neither intersection would meet the signal warrant both with or without the proposed Greystar General Plan or the buildout of the Freedom Circle Focus Area. In the year 2040, both intersections would operate at unacceptable levels (LOS F) and satisfy the signal warrant both with and without the proposed buildout of the Freedom Circle Focus Area during the AM and PM peak hours.
The signal warrant calculations are included in Appendix D.
As noted above, both the proposed Greystar project and the full buildout of the Freedom Circle Focus Area would cause an adverse effect at the intersection of Old Ironsides Drive and Old Glory Lane under cumulative conditions. The Freedom Circle Focus Area developments including the Greystar development should provide fair-share funding towards signalization and the addition of a second southbound left-turn lane, a second eastbound through lane, an exclusive northbound right-turn lane, an exclusive eastbound right-turn lane, and an exclusive westbound left-turn lane. Although the intersection of Old Ironsides Drive and Patrick Henry Drive also would meet signal warrants under cumulative conditions, neither the Greystar development nor the full buildout of the Freedom Circle Focus Area would cause an adverse effect at this intersection. Thus, these developments will not be required to contribute to a new traffic signal or other geometric improvements at this intersection.
Site Access and Internal Circulation
The Freedom Circle Focus Area would maintain the existing roadways and vehicle connections from Great America Parkway and Mission College Boulevard with no new public roadways. Aside from Greystar, which has submitted a formal development application, detailed site plans showing access and circulation for new developments in the Freedom Circle Focus Area have not yet been prepared.
Thus, the analysis of site access and internal vehicular circulation is limited to only the Greystar site.
This review is based on the site plan, dated November 13, 2020 (see Figure 16).
Vehicle Site Access
In the vicinity of the Greystar site, Freedom Circle runs in a north-south direction and serves as the western boundary of the project site. A new two-way semi-circular private street (26 feet wide) is proposed around the perimeter of the Greystar site to provide vehicular connections between parking Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 141
garages in the project area and Freedom Circle. The semi-circular street would connect to Freedom Circle at two locations as shown on Figure 16 and provide access to the parking garages in Buildings A, B, and C. In addition to the proposed site access at each end of the new private street, the proposed Building C parking garage also would have direct access to Freedom Circle via a driveway (24 feet wide) approximately 600 feet south of Mission College Boulevard.
According to the City of Santa Clara Municipal Code, Chapter 18.74 (Parking Regulations), two-way driveways providing access to 25 or more residential parking spaces or garage spaces shall have a minimum width of 26 feet (24-foot pavement with 1-foot clearance on each side).
Recommendation: The width of the parking garage entrances should be modified to satisfy the City’s driveway design standards.
As discussed in the intersection queuing analysis, the northern driveway would be located only about 70 feet south of Mission College Boulevard. It would frequently be blocked by queues on Freedom Circle. Furthermore, vehicles wanting to turn left into this driveway from southbound Freedom Circle would have to stop in the through lane while waiting for a break in traffic flow in the northbound lanes causing queues on Freedom Circle that extend onto Mission College Boulevard.
Recommendation: The northern site driveway should be limited to right turns in and out only.
As shown on Table 7, the Greystar development is estimated to generate 375 vehicle trips (98 inbound and 277 outbound) during the AM peak hour, which would be less than two vehicles entering and about five vehicles exiting every minute. During the PM peak hour, the Greystar project would generate 468 vehicle trips (284 inbound and 182 outbound), which would be about five vehicles entering and three vehicles exiting every minute.
The operation of site driveways were evaluated assuming the northern driveway would be restricted right turns in and out only. The total volume expected to use the northern driveway on Freedom Circle is 68 vehicles (3 inbound and 65 outbound) during the AM peak hour and 54 vehicles (10 inbound and 44 outbound) during the PM peak hour. The total volume expected to use the southern driveway on Freedom Circle is 236 vehicles (69 inbound and 167 outbound) during the AM peak hour and 311 vehicles (202 inbound and 109 outbound) during the PM peak hour. The total volume expected to use the middle driveway is 71 vehicles (26 inbound and 45 outbound) during the AM peak hour and 101 vehicles (72 inbound and 29 outbound) during the PM peak hour. Under background plus project conditions, the outbound traffic at all driveways is expected to experience minor delays corresponding to LOS C or better and would not cause any operational issues on the project site. While southbound left-turn traffic using the two-way left-turn lane on Freedom Circle to turn into the middle and southern driveways may experience minor delays while waiting for a gap in oncoming traffic, the delay is expected to be less than 10 seconds per vehicle on average and result in a 95th percentile queue length of two vehicles. Thus, the projected traffic volumes could be served satisfactorily by the proposed three access points on Freedom Circle with the recommended turn restrictions.
The operation of the Greystar driveways also were evaluated under cumulative conditions with full buildout of the Freedom Circle Focus Area. The Irvine property, which would have a driveway directly opposite the middle Greystar driveway, is assumed to redevelop replacing the existing 419,000 s.f. of office/research and development space with 1,223,000 s.f. of office space and 2,500 multifamily dwelling units. The traffic volumes at this Irvine driveway were estimated based on the trip distribution pattern and the location of other driveways. Figure 16 shows the estimated turning-movement volumes at each of the Greystar driveway intersections. The northern and southern Greystar driveway intersections are expected to operate at an acceptable level with stop control on the driveway (see Table 25). The middle Greystar driveway intersection would operate at an unacceptable level (LOS F) under two-way stop control on the driveways during both the AM and PM peak hours due to the heavy traffic volume projected to use the Irvine driveway. The intersection also would operate at LOS F as a single-lane roundabout. The intersection is expected to meet the peak-hour signal warrant under Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 142
cumulative conditions with full buildout of the Freedom Circle Focus Area due to the traffic volumes at the Irvine driveway. With signalization, the intersection is expected to operate at an acceptable level (LOS C).
Freedom Circle Focus Area Plan TransportaƟon Analysis
Figure 16
Greystar Site Circulation Plan With Cumulative Plus Project Including Greystar Traffic Volumes
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PUBLIC PARK
GUEST/RETA
LEASING A
ON
142(95)25(15)
35(23)
0(0)
10(6)
748(233)46(25)
207(119)
784(352)
19(51)
225(407)0(0)
0(0)
81(46)392(954)
7(21)
65(44)
1217(641)
722(1555)
3(10)
250(859)25(76)
STOP
STOP
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 144
Table 25
Cumulative Levels of Service at Greystar Driveway Intersections
On-Site Circulation
The on-site circulation was reviewed in accordance with generally accepted traffic engineering standards. Generally, the proposed plan would provide adequate connectivity through the parking areas for vehicles, bicycles, and pedestrians.
On-site parking for the proposed project would be provided via three separate parking garages (Garages A, B, and C): one for each building. From the southern driveway, the new semi-circular street would first lead to an entrance to the public parking area reserved for guests, retail, and leasing on level 1 of Garage B. The new semi-circular street would then connect to a U-shaped one-way loop between Buildings A and B that would include a passenger loading area and entrances to level 1 of Garages A and B. The one-way U-shaped travel lane would be 20 feet wide, which would meet the City’s standard for a one-way drive aisle. Entrances to garage level 2 and level B1 of Building A would be located at the southwest and southeast corners of the building, respectively. Entrances to garage level 2 and level B1 of Building B would be located at the southwest and southeast corners of the building, respectively. In addition, there would be one entrance to level B1 located along the east side of Building C.
The current site plan does not label the slope of the garage ramps. Commonly cited parking publications recommend grades of up to 16% on ramps where no parking is permitted, but grades of up to 20% are cited as acceptable when ramps are covered (i.e., protected from weather) and not used for pedestrian walkways.
Recommendation:
The garage entrances should be free and clear of any obstructions to optimize sight distance, thereby ensuring that exiting vehicles can see other vehicles traveling on the circular road. Any landscaping and signage should be located in such a way as to ensure an unobstructed view for drivers entering and exiting the garage.
The slopes of all garage ramps should be reviewed to ensure they meet appropriate design standards.
Parking Garages
All parking spaces in the parking garages are oriented at a 90-degree angle from the drive aisles. The 24-foot-wide drive aisles would not meet the City of Santa Clara minimum requirement (25 feet) for 90- degree standard parking spaces on double-loaded drive aisles with two-way traffic.
Intersection LOS
AM 0.5 A
PM 1.1 A
AM 14.2 B
PM 25.1 C
AM 2.3 A
PM 2.5 A
Note:
OWSC = One-Way Stop Control
OWSCFreedom Circle and Southern Greystar Dwy
Freedom Circle and Northern Greystar Dwy
Peak
Hour
Freedom Circle and Middle Greystar Dwy/Irvine
Dwy
Traffic
Control
OWSC
Signal
Avg. Delay
(sec)
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 145
The site plan shows good circulation through the three-level garage. The parking garages include multiple dead-end drive aisles on each level. Although dead-end aisles are generally undesirable, extra space has been provided to allow a vehicle to turn around, which is acceptable. Dead-end aisles are also not a concern in areas where spaces are reserved for residents.
The parking space dimensions are not marked on the current site plan. According to the City of Santa Clara Municipal Code, Chapter 18.74, standard parking spaces must be 18 feet long and 9 feet wide (10 feet wide if they are next to a wall).
Recommendation: The width of the parking garage drive aisles should be modified to satisfy the City’s driveway design standards.
Prior to final design, the width of the drive aisle and the parking space dimensions should be measured to confirm that they comply with City of Santa Clara standards Emergency Vehicles, Truck Access and Circulation
As shown on the site plan, emergency vehicles would access the project site from the northern driveway on Freedom Circle Drive. The width of the semi-circular street surrounding the project site would be 26 feet wide, which is not wide enough for emergency vehicles to turn around. Therefore, with the current design, emergency vehicles would have to enter from the northern driveway and exit from the southern driveway.
A loading zone is proposed along the south side of Building A and the east side of Buildings B and C.
Loading zones are also proposed on Freedom Circle at the northern and southern edges of the proposed park.
The site plan also shows multiple trash termination rooms in the parking garage for each building.
Trash staging and collection would occur along the proposed perimeter street. Garbage trucks would be able to enter the site from either the northern or southern driveway and circulate through the site without having to turn around on site.
Pedestrian and Bicycle On-Site Circulation
Within the site, pedestrian paths are shown throughout the project site, providing connections between sidewalks on the adjacent streets, the proposed buildings, parking garages, and other amenities on- site. The project site plan shows that the project would provide sidewalks along the inner side of the new semi-circular street surrounding the project area, which would connect the sidewalk on Freedom Circle Drive and lobby entrances in each of the new buildings. The site plan also shows that multiple pedestrian paths would be built crossing the Paseo area between Buildings A and B and the public park between Buildings B and C. The pedestrian paths in the public park area would connect to the sidewalk along Freedom Circle Drive. In addition, the project would construct a new connection to the San Tomas Aquino Creek trail on the east side of the proposed public park. These proposed pedestrian facilities would provide adequate pedestrian circulation within and through the project site.
Improvements to pedestrian facilities that provide access to the project site are discussed below.
The project site plan shows that the project would provide a new bike path on the south edge of public park that would lead to a new connection to the San Tomas Aquino Creek trail. The site plan shows that width of the bike path would vary with a minimum width of 10 feet. Per the City of Santa Clara Bicycle Plan Update 2018, the path should have a minimum width of eight feet with two-foot shoulders on each side. The proposed project also would include bicycle amenities such as bike parking and a bike shop. Bike parking is discussed in the following section.
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 146
Parking Analysis
The parking analysis focuses on the proposed Greystar development as no other development applications have been submitted for other parcels within the Freedom Circle Focus Area.
As mentioned previously, the proposed Greystar project requires a General Plan Amendment to change the land use designation on the project site from High Intensity Office/R&D to Very High Density Residential. The parking standards for the proposed site will be established in the Freedom Circle Focus Area Plan. It is expected that the Freedom Circle Focus Area Plan will follow the parking standards set forth in the City of Santa Clara Municipal Code §18.23.070. The parking ratios in this section were developed for the Lawrence Station Area Plan.
Vehicle Parking
The parking requirements applicable to the proposed project are listed below. • Minimum 1.0 parking space for every studio and one-bedroom residential unit • Minimum 2.0 parking spaces for every two-bedroom residential unit • Minimum 4.0 parking spaces for every 1,000 square feet for retail uses
The proposed Greystar development would include 170 studios, 597 one-bedroom units, and 308 two- bedroom units. Based on the parking ratios listed above, the project would be required to provide 1,383 spaces for residential use and 8 spaces for retail uses (see Table 26).
Table 26
Vehicle Parking Analysis
The project would provide 1,383 on-site parking spaces for residential use and 8 spaces on site for retail use, which equals the parking requirement for each use. The Lawrence Station Area Plan does not include public park space, so Santa Clara Municipal Code §18.23.070 does not set parking Required Proposed
Parking Parking
Land Use Spaces2 Spaces2
Residential
Studio 170 units 170
1 BR 597 units 597
2 BR 308 units 616
Total 1,075 units 1,383 1,383
Retail 2,000 s.f. 8 8
Total Vehicle Parking Spaces 1,391 1,391
Notes:
s.f. = square feet
1 2
The number of spaces required is based on the parking ratios set forth in the City of Santa Clara Zoning Code Section 18.23.070.
Proposed parking listed above excludes 20 spaces designated for visitors to the proposed public park.
Proposed
Size
Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 147
standards for this use. As requested by the City’s Parks and Recreation Department, the project would provide 20 parking spaces for park users.
The City of Santa Clara’s VMT Transportation Analysis Policy for Environmental Review sets forth criteria that must be met for a project near a major transit corridor to be considered transit supportive, and thus presumed to have a less than significant impact on VMT. One of the criteria states that transit supportive projects may not include more parking for use by residents, customers, or employees of the project than required by the City Code. As currently proposed, the on-site parking at the Greystar project (1,391 spaces) would equal the City Code required parking. Thus, the proposed parking supply is consistent with a transit supportive project.
Electric Vehicle Parking Spaces
Based on 2019 Green Building Standard Code (CAL Green) (Section 4.106.4.2), for new multifamily dwelling development, 10 percent of total parking spaces on the building site should be electric vehicle charging spaces (EV spaces) capable of supporting future EVSE. The project currently proposes 15% of the parking spaces would be EV-ready or EV-future spaces, which would meet the Cal Green requirements.
Bicycle Parking
The bicycle parking spaces were evaluated based on the requirements set forth in the City of Santa Clara Municipal Code §18.23.070.
x Residential developments: One Class I bicycle parking space per 3 units and two Class II spaces per 15 units.
x Non-residential developments: One Class I space per 30 employees or fraction thereof and two Class II spaces for every 3,000 square feet of floor area.
Based on the above ratios, the Greystar project would be required to provide a total of 501 bicycle parking spaces for the proposed residential uses (with 358 long-term spaces and 143 short-term spaces) and 1 Class I and 2 Class II bicycle parking spaces for the proposed retail use.
As shown on the site plan (Sheet A-000), the project proposes to provide 359 long-term bicycle parking spaces and 35 short-term bicycle parking spaces for a total of 394 bicycle parking spaces for residential uses and 2 spaces (1 long-term space and 1 short-term space) for the proposed retail use. The proposed number of bicycle parking spaces would not meet the required number of short-term bicycle parking spaces, with 38 fewer short-term parking spaces than required.
Recommendation: Short-term (Class II) bicycle parking should be added in accordance with the bicycle parking requirements set forth in the City of Santa Clara Municipal Code §18.23.070.
Effects on Pedestrians, Bicycles, and Transit Facilities The following sections describe the potential impact of the project on pedestrian, bicycle, and transit facilities and services. Impacts are identified based on the significance criteria as described below.
Significance Criteria
Significant impacts to pedestrian or bicycle facilities would occur when a project or an element of the project:
1. Creates a hazardous condition that does not currently exist for pedestrians and bicyclists, or otherwise interferes with pedestrian accessibility to the site and adjoining areas; or Freedom Circle Focus Area Plan and Greystar General Plan Amendment TA December 22, 2021 Page | 148
2. Conflicts with an existing or planne d pedestrian or bicycle facility; or
3. Conflicts with policies related to bicycle and pede strian activity adopted by the City of Santa Clara.
Significant impacts to transit service would occur if the project:
1. Disrupts existing transit services or facilities; or
2. Conflicts with an existing or planned transit facility; or
3. Conflicts with transit policies adopte d by the City of Santa Clara or VTA.
Pedestrian Facilities
The project would improve pedestrian access to the Freedom Circle Focus Area. Currently, Mission College Boulevard has sidewalks along both sides of the street between the Mission College Boulevard loop road and Montague Expressway while Freedom Circle has sidewalks along both sides for its entire length. Sidewalks are also present along the south side of Hichborn Drive that connect Great America Parkway with Freedom Circle. The Focus Area currently comprises very large parcels that make walking distances excessive between properties. The plan would implement a fine-grain network of internal bike and pedestrian paths that would improve cross-site connectivity and significantly shorten walking distances.
While the Freedom Circle Focus Area lies adjacent to the San Tomas Aquino Creek Trail, currently the only trail connection in the vicinity is located at Mission College Boulevard. The Freedom Circle Focus Area would provide a new multi-use path along the north edge of the Focus Area that would connect
the San Tomas Aquino Creek Trail with Patrick Henry Drive and provide another cross-site connector for bikes and pedestrians. The Greystar site plan also shows the project would add a new trail connection approximately 750 feet south of Mission College Boulevard. This new trail connection would connect to two pedestrian paths on either side of the proposed park and a multiuse bike/pedestrian trail through the park providing public access between the trail and Freedom Circle.
Besides the shopping areas described above, typical destinations for pedestrians include schools, parks, and transit stops. The existing and planned pedestrian network would allow access to all nearby facilities. Parks are planned within the Freedom Circle Focus Area. Additional parks are planned within the Patrick Henry Drive Specific Plan Area and within the proposed Kylli development, both of which are located northwest of the Freedom Circle Focus Area. Bus stops are currently located within the Focus Area on Great America Parkway and Mission College Boulevard. Light rail service is provided along Tasman Drive with the closest station being about a mile north of the Focus Area. Thus, except for schools, which are discussed below, most of the daily needs of future residents could be met within walking distance of the planned mixed-use district.
In summary, the project would have a beneficial impact on pedestrian facilities. It would build several new pedestrian connections, and it is located in an area that is near existing and planned services.
Bicycle Facilities
The area surrounding the Freedom Circle Focus Area has numerous bicycle facilities, including trails and bike lanes. There are north-south trails along Calabazas Creek, San Tomas Aquino Creek, and the Guadalupe River. These trails connect to the Bay Trail on the north edge of Santa Clara. There are east-west bike lanes on Tasman Drive, Mission College Boulevard, and several other streets. There is also a bike and pedestrian bridge over Calabazas Creek that connects to the John W. Christian trail in Sunnyvale.
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In addition to recreational riding, there would likely be many future residents of the Freedom Circle Focus Area who would ride to work. There are bike lane and bike trail connections to most surrounding employment areas. Existing employment zones to the north of the project could be reached via bike lanes on Great America Parkway or via the San Tomas Aquino Creek trail. Bicyclists could access planned employment in the Kylli development via the proposed new multi-use path along the northern boundary of the Focus Area. There also is a large amount of employment planned as part of the City Place development. This area could be reached via the San Tomas Aquino Creek trail and the bike lanes on Tasman Drive. The same bike lanes on Tasman Drive could be used to reach the employment area in North San José. The Guadalupe River trail could be used to reach downtown San José.
Employment areas south of the project site could be reached via the San Tomas Aquino Creek trail or bike lanes on Great America Parkway/Bowers Avenue. Likewise, the existing and planned bicycle facilities would allow people who work within the Freedom Circle Focus Area to bike to their homes in the Patrick Henry Drive Specific Plan Area, the Kylli development, City Place, and the Tasman East Specific Plan Area.
Consistent with the City’s Bicycle Master Plan Update 2018, Class IV protected bike lanes will be provided on Mission College Boulevard and on Great America Parkway adjacent to the Plan (between US 101 and Patrick Henry Drive). In addition, Freedom Circle would be retrofit to add Class II bike lanes. In summary, the project would have a beneficial impact to bicycle facilities. Also, the Freedom Circle Focus Area is well situated to take advantage of numerous existing bicycle facilities that provide connections to all likely destinations.
Access to Schools
The Freedom Circle Focus Area would generate an increase in school attendance. The Kylli development is planning to build an elementary school as part of the project. This school would be more than one mile away from Freedom Circle Focus Area residential uses, which is beyond walking distance for elementary students. There are no other elementary schools within walking distance of the Focus Area.
Likewise, the Santa Clara Unified School District does not have any middle schools or high schools in the close proximity to the Freedom Circle Area. The nearest schools are several miles away. Given the distance of the schools, no middle school or high school students would be expected to walk, and few students would bicycle. Therefore, students would need to get to school by transit or car.
Transit Services
Bus service in the vicinity of the Focus Area is currently limited due to COVID-19. The VTA expects to resume frequent network service with 15-minute headways on certain routes when ridership levels increase. Existing bus routes serving the Freedom Circle Focus Area include an ACE shuttle and three VTA routes along Great America Parkway and/or Mission College Boulevard. The Freedom Circle Focus Area is located about one mile southeast of the Old Ironsides light rail station on Tasman Drive.
The Focus Area is not served by a Caltrain shuttle. However, VTA route 20 connects to the Sunnyvale Caltrain station, and light rail connects to the Mountain View Caltrain station. Both connections are indirect.
The project would not interfere or conflict with existing or planned transit facilities. To the contrary, the project would contribute to grade separation projects at intersections with light rail in the median, HOV type signal improvements that could support future bus rapid transit facilities, and transit signal priority at signalized intersections. Thus, the project is expected to have a positive effect on transit services at these locations.
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An evaluation of the effects of project traffic on transit vehicle delay also was completed. The analysis was completed for transit routes that serve the project vicinity utilizing estimated vehicle delay presented in the intersection level of service analysis contained in Chapters 3 and 4. The results of the transit delay analysis are presented in Table 27. The analysis shows that for most routes, the traffic associated with the Greystar project would increase delay to transit vehicles by 15 seconds or less per vehicle. Traffic associated with the buildout of the Freedom Circle Focus Area would have a greater effect on transit vehicle delay. For bus routes 55 and 57, the transit vehicle delay would increase by less than 40 seconds. For bus routes 20, 59, and the ACE Yellow shuttle, the buildout of the Freedom Circle Focus Area would cause transit vehicle delay to increase by roughly 1 to 16 minutes. With the exception of the ACE Yellow route, which currently has a total travel time of roughly 25 minutes from end to end, the other routes shown are quite lengthy with total end-to-end travel times of between 40 and 65 minutes. The required 10 percent TDM trip reduction and the recommended roadway and multimodal improvements would reduce the project’s effect on transit vehicle delay. The VTA has not established policies or significance criteria related to transit vehicle delay. Thus, this data is presented for informational purposes only.
Table 27
Transit Vehicle Delay in Study Area
Summary of Proposed Improvements Related to Other Transportation Issues
A summary of other transportation issues associated with the Greystar General Plan Amendment and with buildout of the Freedom Circle Focus Area, the recommended improvements, and funding responsibilities are provided in Table 28.
Bus Route Study Area Streets Direction AM PM AM PM
20 Eastbound 15.0 11.8 61.9 523.7
Westbound -26.6 -2.1 97.2 561.1
55 Lawrence Expwy, Tasman Dr Northbound -0.1 -0.3 18.2 0.6 Southbound 0.0 0.0 0.0 26.5
57 Northbound -5.8 0.7 32.9 38.4
Southbound -2.4 0.5 7.6 16.1
59 Northbound -2.9 17.2 944.2 317.8
Southbound 10.5 -38.6 53.5 341.4
ACE Yellow Outbound 6.7 74.0
Inbound 7.6 259.5
Note:
Projected increase in transit delay based on a comparison of background vs. background plus project intersection movement delays calculated by TRAFFIX.
Bowers Ave, Scott Blvd, San Tomas Expwy,
Mission College Blvd, Great America Pkwy,
Tasman Dr
Arques Ave/Scott Blvd, Bowers Ave/Great
America Pkwy, Mission College Blvd, Agnew
Rd, Montague Expwy
Scott Blvd, San Tomas Expwy, Mission
College Blvd, Great America Pkwy, Old
Ironsides Dr
Bowers Ave/Great America Pwy, Mission
College Blvd, Tasman Dr, Patrick Henry Dr,
Old Ironsides Dr
Projected Change in Transit Vehicle Delay (sec/veh)
Due to Greystar Due to Freedom Circle Buildout
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Table 28
Summary of the Proposed Improvements related to Other Transportation Issues
Project
Facility / Location Recommended Improvements Responsibility Freeway Segments:
US 101 Convert the existing HOV lane to an express lane and construct a second express lane in each direction along US 101 between Cochrane Road and Whipple Avenue (Valley Transportation Plan 2040)
% of Total Traffic
I-680 Construct an HOV/express lane on northbound I-680 from the SR 237 interchange in Santa Clara County to north of the SR 84 interchange in Alameda County.
% of Total Traffic
1. Implement technology-based and multimodal improvements identified in the SR 87 Corridor Study.
% of Total Traffic
2. Convert the southbound ramp from US 101 southbound to SR 87 southbound from one to two lanes, use of shoulders as part-time lanes, and convert HOV lanes to express lanes.
% of Total Traffic
Freeway Ramps:
US 101 Northbound On Ramp from
southbound Great America Parkway
Add a second lane for high-occupancy vehicles that merges back to a single lane after the ramp meter.
100%
Left-Turn Lane Storage:
18 Great America Parkway and Mission College
Boulevard – Westbound Left Turn
Extend the planned triple left-turn lanes to approximately 300 feet by modifying the median.
100%
18 Great America Parkway and Mission College
Boulevard – Southbound Left Turn
Extend the outermost left-turn lane by approximately 150 feet by modifying the landscaped median.
100%
17 Great America Parkway and Patrick Henry
Drive – Westbound Left Turn
Extend the left-turn lanes to approximately 350 feet by restriping the roadway.
100%
15 Great America Parkway and Tasman Drive
–Westbound Left Turn
Extend the left-turn pocket to 425 feet by modifying the existing landscaped median.
100%
27 Freedom Circle (W) and Mission College
Boulevard – Northbound Left Turn
Add a second northbound left-turn lane and extend the turn-lane to approximately 250 feet by restriping the roadway.
100%
27 Freedom Circle (W) and Mission College
Boulevard – Eastbound Left Turn
Extend the turn lane to approximately 300 feet by modifying the existing landscaped median
100%
28 Freedom Circle (E)/Agnew Road and Mission
College Boulevard – Northbound Left Turn
Extend the left-turn lane to 300 feet by restriping the two-way left-turn lane as a dedicated turn lane
100%
28 Freedom Circle (E)/Agnew Road and Mission
College Boulevard – Eastbound Left Turn
Extend the left-turn lane to approximately 450 feet by modifying the existing lanescaped median.
100%
32 Mission College Boulevard and Montague
Expressway – Eastbound Left Turn
Construct partial grade separation. (Same improvements as proposed under background conditions.)
% of Total Traffic
Signalization:
8 Old Ironsides Drive and Old Glory Lane Install a traffic signal and add a 2nd SB LT lane, a 2nd EB TH lane, a NB RT lane, an EB RT lane, and a WB LT lane (same improvements as proposed under cumulative conditions).
% of Total Traffic
n/a Freedom Circle/Irvine driveway/Greystar drivewaInstall a traffic signal. 100% Bicycle Facilities: *
Mission College Boulevard Construct Class IV protected bike lanes within the Plan Area 100% Great America Parkway Construct Class IV protected bike lanes adjacent to the Plan Area (between US 101 and Patrick Henry Drive).
100%
Freedom Circle Construct Class II bike lanes along the entire length of the street 100% Internal to Greystar site Construct Class I bike/pedestrian trail on the south edge of the public park to connect Freedom Circle with the San Tomas Aquino Creek Trail 100%
* See Tables 11, 16 and 17 for additional off-site bicycle improvements required to offset intersection LOS deficiencies.
SR 87