I. Transportation and CirculationLSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
I. TRANSPORTATION AND CIRCULATION
This section presents the results of the Transportation Impact Analysis (TIA), included as Appendix B
in this EIR,' conducted for the proposed project by Fehr & Peers. The evaluation of environmental
effects presented in this section focuses on the potential transportation and circulation impacts of the
project on all aspects of the transportation system, including vehicle traffic circulation, transit use,
bicycle circulation, and pedestrian circulation. Mitigation measures to reduce or eliminate potentially
significant impacts of the project are identified, as warranted. This section and the TIA were
prepared following the guidelines of the City of Cupertino and the Santa Clara Valley Transportation
Authority (VTA), the congestion management agency for Santa Clara County. For a summarized
version of this analysis, please refer to Chapter II, Summary. For additional detail, please refer to the
TIA in Appendix B.
1. Setting
The scope of the transportation analysis, the methods used in the analysis, the existing transportation
and circulation system, and an analysis of future (without the project) transportation and circulation
conditions are documented in this setting section. Please refer to Chapter III, Project Description, for
information about existing conditions on the project site and a description of the physical and opera-
tional features of the project.
a. Scope of Study. This study was conducted according to the requirements of the City of
Cupertino and the Santa Clara VTA. The basis of analysis for traffic conditions is peak hour level of
service for key intersections and freeway segments in the study area. The peak hours are defined as
the one hour with the highest traffic volumes between 6:30 a.m. and 9:30 a.m. and the one hour with
the highest traffic volumes between 4:00 p.m. and 7:00 p.m. on weekdays. These peak hours are
identified as the AM and PM peak hours, respectively.
(1) Roadway Intersections Studied. The 52 roadway intersections '2 listed on the following
page and shown on Figure V.I-1, were selected in consultation with City of Cupertino staff and based
on VTA's 10 -trip -per -lane guideline, which indicates that intersections should be evaluated if a
proposed project would add 10 or more peak hour vehicles per lane to any intersection movement.
The intersections are those most likely to be affected by the proposed project. The agency whose level
of service standard applies to each intersection is noted .3
1 Fehr & Peers, 2013. fipple Campus 2 Transportation Impact Analysis.
2 For purposes of ease of reference, directional prefixes (i.e., north/south, east/west) are not used in roadway names
in this section.
3 Freeway and freeway ramp intersections are under Caltrans jurisdiction. However, VTA, the Congestion Manage-
ment Agency for Santa Clara County, is responsible for monitoring most Caltrans facilities within the County and VTA's
LOS standards are typically used for evaluation of potential transportation impacts on Caltrans facilities.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 347
LSA ASSOCIATES, INC.
JUNE 2015
1. Stevens Creek Boulevard/SR 85 Ramps (west)
(CUP/CMP)
2. Stevens Creek Boulevard/SR 85 Ramps (east)
(CUP/CMP)
3. Stevens Creek Boulevard/Stelling Road (CUP/CMP)
4. Sunnyvale -Saratoga Road/Fremont Avenue
(SUN/CMP)
5. De Anza Boulevard/Homestead Road (CUP/CMP)
6. De Anza Boulevard/1-280 Ramps (north) (CUP/CMP)
7. De Anza Boulevard/1-280 Ramps (south) (CUP/CMP)
8. De Anza Boulevard/Stevens Creek Boulevard
(CUP/CMP)
9. De Anza Boulevard/McClellan Road (CUP)
10. De Anza Boulevard/Bollinger Road (CUP/CMP)
11. De Anza Boulevard/SR 85 Ramps (north)
(CUP/CMP)
12. De Anza Boulevard/SR 85 Ramps (south)
(CUP/CMP)
13. Homestead Road/Blaney Road (CUP)
14. Wolfe Road/El Camino Real (SUN/CMP)
15. Wolfe Road/Fremont Avenue (SUN)
16. Wolfe Road/Marion Way (SUN)
17. Wolfe Road/Inverness Avenue (SUN)
18. Wolfe Road/Homestead Road (CUP)
19. Wolfe Road/ProjectAccess (CUP)
20. Wolfe Road/Pruneridge Avenue (CUP)
21. Wolfe Road/1-280 Ramps (north) (CUP/CMP)
22. Wolfe Road/1-280 Ramps (south) (CUP/CMP)
23. Wolfe Road/Vallco Parkway (CUP)
24. Wolfe Road/Stevens Creek Boulevard (CUP/CMP)
25. Miller Road/Bollinger Road (SJ)
26. Stevens Creek Boulevard/Finch Avenue (CUP)
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
27. Taman Avenue/Homestead Road (CUP)
28. Taman Avenue/Pruneridge Avenue (CUP)
29. Taman Avenue/ Project Access (CUP)
30. Taman Avenue/Tandem Drive (CUP)
31. Taman Avenue/Vallco Parkway (CUP)
32. Taman Avenue/Stevens Creek Boulevard (CUP)
33. Lawrence Expressway Ramps/El Camino Real (west)
(CMP/EX)
34. Lawrence Expressway/Homestead Road (CMP/EX)
35. Lawrence Expressway/Pruneridge Avenue (EX)
36. Stevens Creek Boulevard/Calvert Drive/I-280 Ramps
(west) (CMP/SC)
37. Stevens Creek Boulevard/1-280 Ramps (east) (SJ)
38. Stevens Creek Boulevard/Agilent Driveway (SJ)
39. Stevens Creek Boulevard/Lawrence Expressway Ramps
(west) (CMP/EX)
40. Stevens Creek Boulevard/Lawrence Expressway Ramps
(east) (CMP/EX)
41. Lawrence Expressway/I-280 Southbound Ramps
(CMP/EX)
42. Lawrence Expressway/Mitty Way (EX)
43. Lawrence Expressway/Bollinger Road (CMP/EX)
44. Lawrence Expressway/Doyle Road (EX)
45. Lawrence Expressway/Prospect Road (CMP/EX)
46. Lawrence Expressway/Saratoga Avenue (CMP/EX)
47. Saratoga Avenue/Cox Avenue (SARA)
48. Saratoga Avenue/SR 85 Ramps (north) (CT)
49. Saratoga Avenue/SR 85 Ramps (south) (CT)
50. San Tomas Expressway/Homestead Road (CMP/EX)
51. Saratoga Avenue/Stevens Creek Boulevard (SJ/CMP)
52. Stevens Creek Boulevard/San Tomas Expressway
(SJ/CMP)
CMP = Congestion Management Program Intersection
EX = County of Santa Clara Intersection (Expressway System)
CT = Caltrans
CUP = City of Cupertino Intersection
SUN = City of Sunnyvale Intersection
SJ = City of San Jose Intersection
SC = City of Santa Clara Intersection
SARA = City of Saratoga Intersection
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 348
LSA
Y
NOT TO SCALE
SOURCE: FEHR & PEERS, MARCH 4, 2013.
I:ACOC1101 Apple Campus 21figures\EIR\Fig_VIl.ai (3/13/13)
FIGURE V.I—I
Apple Campus 2 Project EIR
Campus Location and Study Locations
LSA ASSOCIATES, INC.
JUNE 2015
This page intentionally left blank.
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 350
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
(2) Freeway Segments Studied. This transportation analysis also evaluates the operations of
12 freeway segments, listed below.
I-280 (Northbound and Southbound): SR 85 (Northbound and Southbound):
• Winchester Boulevard to Saratoga Avenue • Winchester Boulevard to Saratoga Avenue
• Saratoga Avenue to Lawrence Expressway • Saratoga Avenue to De Anza Boulevard
• Lawrence Expressway to Wolfe Road • De Anza to Stevens Creek Boulevard
• Wolfe Road to De Anza Boulevard • Stevens Creek Boulevard to I-280
• De Anza Boulevard to SR 85
• SR 85 to Foothill Expressway
• I-280 to West Homestead Road
• West Homestead Road to West Fremont Avenue
(3) Study Scenarios. The potential effects of the proposed project on the study intersections
were evaluated during the AM and PM peak hours for the following six scenarios. Note that for every
"Plus Project" scenario, the net addition of the project comprises trips associated with 9,356 new
employees and the roadway modifications proposed as part of the project (including the closure of
Pruneridge Avenue).
• Scenario 1: Existing Conditions: Existing volumes obtained from counts and existing
lane configurations, intersection controls, and signal operations determined during field
visits primarily in May 2011. Under Existing Conditions approximately 4,844 employees
occupy the project site.4
• Scenario 2: Existing Plus Project Conditions: Scenario 1 volumes and transportation
system plus traffic generated by the proposed project (i.e., a net increase of 9,356 employees,
taking into account existing employees on the site) and roadway system modifications
proposed as part of the project, including those designed to accommodate the proposed
closure of Pruneridge Avenue.
• Scenario 3: Background No Project Conditions: Existing volumes plus traffic from
"approved but not yet built or occupied" developments. This scenario assumes the current
occupancy level of approximately 4,844 employees on the project site.
• Scenario 4: Background Plus Project Conditions: Scenario 3 volumes and transportation
system assumptions plus net -added traffic generated by the proposed project and roadway
system modifications proposed as part of the project.
• Scenario 5: Cumulative No Project Conditions: Background No Project volumes
(Scenario 3) plus traffic from pending developments in the area. Local and regional
transportation improvements that are planned and funded and reasonably foreseeable to be
constructed by the year 2020 (Cupertino's current General Plan buildout year) were also
included. Similar to Scenario 3, this scenario assumes that 4,844 employees occupy the
project site.
4 The EIR authors identified the number of employees (4,844) occupying the site under Existing Conditions based on
the best available information gathered in the months prior to publication of the NOP in August 2011. It should be noted that
VTA allows trips associated with the full development potential of a project site to be counted when calculating baseline
conditions. (VTA, 2009. Transportation Impact Analysis Guidelines. March.). The methodology of assuming the
employment level at the time of the August 2011 NOP represents a more cautious approach to analyzing project impacts and
is the basis of the analysis in this section.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 351
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Scenario 6: Cumulative Plus Project Conditions: Scenario 5 volumes and transportation
system assumptions plus net -added traffic generated by the proposed project from Scenario
4 and roadway system modifications proposed as part of the project.
b. Methods. The methods used to evaluate existing and projected traffic conditions are described
in the following section. This discussion includes descriptions of the data requirements, analysis
methods, and applicable level of service standards.
(1) Data. Intersection lane configurations, pedestrian and bicycle facilities, and public transit
routes and facility locations were identified from field visits, the City's Bicycle Transportation Plan,
and VTA's website. Intersection turning movement volumes were obtained from counts conducted in
May 2011. Signal timing plans were obtained from the City of Cupertino. Freeway segment densities
were obtained from the VTA's 2011 CMP Monitoring and Conformance Report.
(2) Analysis Methodologies and Level of Service Standards. The operations of roadway
facilities are described with the term "Level of Service." Level of Service (LOS) is a qualitative
description of traffic flow based on such factors as speed, travel time, delay, and freedom to
maneuver. Six levels are defined ranging from LOS A (the best, free-flowing operating conditions) to
LOS F (the worst, most congested operating conditions). LOS E represents "at -capacity" operations.
When traffic volumes exceed the capacity, stop -and -go conditions result, and operations are
designated as LOS F.
Signalized Intersections. Based on the VTA's Level of Service Analysis Guidelines' and
Transportation Impact Analysis Guidelines,4 the method described in Chapter 16 of the 2000
Highway Capacity Manual (HCM) (Special Report 209, Transportation Research Board),6 with
adjustments to account for conditions in Santa Clara County, was used to conduct the level of service
calculations for the study intersections. This level of service method, which is approved by the City of
Cupertino, surrounding local jurisdictions, and VTA, analyzes a signalized intersection's operation
based on average control delay per vehicle. Control delay includes the initial deceleration delay,
queue move -up time, stopped delay, and final acceleration delay. The average control delay for
signalized intersections is calculated using TRAFFIX analysis software and is correlated to a LOS
designation as shown in Table V.I-1.
5 Santa Clara Valley Transportation Authority. 2003. Traffic Level of Service Guidelines, Congestion Management
Program. Adopted January 1995. Updated June 2003.
4 Santa Clara Valley Transportation Authority. 2009. Transportation Impact Analysis Guidelines, Congestion
Management Program. Adopted May 1998. Updated March 2009.
5 Transportation Research Board, 2000. Chapter 16 Highway Capacity Manual (HCM), Special Report 209.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 352
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-1: Signalized Intersection Level of Service Definitions Using Average Control
Vehicular Delay
Level of
Impact Significance Threshold
Average Control Delay
Service
Description
Per Vehicle Seconds
A
Operations with very low delay occurring with favorable progression and/or short
< 10.0
more than 60 seconds of weighted average control delay).
cycle lengths.
LOS D for all City controlled signalized intersections, except designated CMP intersections (LOS
B+
Operations with low delay occurring with good progression and/or short cycle
10.1 to 12.0
B
lengths.
12.1 to 18.0
B-
regionally significant roadways, which include El Camino Real and Sunnyvale -Saratoga Road.
18.1 to 20.0
C+
Operations with average delays resulting from fair progression and/or longer cycle
20.1 to 23.0
C
lengths. Individual cycle failures begin to appear.
23.1 to 32.0
C-
Santa Clara County
32.1 to 35.0
D+
Operations with longer delays due to a combination of unfavorable progression,
35.1 to 39.0
D
long cycle lengths, and high volume -to -capacity (V/C) ratios. Many vehicles stop
39.1 to 51.0
D-
and individual cycle failures are noticeable.
51.1 to 55.0
E+
Operations with high delay values indicating poor progression, long cycle lengths,
55.1 to 60.0
E
and high V/C ratios. Individual cycle failures are frequent occurrences.
60.1 to 75.0
E-
75.1 to 80.0
1
Operations with delays unacceptable to most drivers occurring due to over -
> 80.0
saturation, poor progression, or very long cycle lengths.
Source: Transportation Impact Analysis Guidelines, VTA Congestion Management Program, March 2009; Highway
Capacity Manual, Transportation Research Board, 2000.
Signalized intersection operations and impacts are evaluated based on the appropriate jurisdiction's LOS
standards (i.e., minimum threshold for acceptable operations), which are summarized in Table V.I-2.
Table V.I-2: Intersection LOS Standards
Jurisdiction
Impact Significance Threshold
LOS D for all City controlled signalized intersections, except at the Stevens Creek Boulevard/De
City of Cupertino
Anza Boulevard, Stevens Creek Boulevard/Stelling Road, and the De Anza Boulevard/Bollinger
Road intersections. The threshold for these three intersections is LOS E+ operations (with no
more than 60 seconds of weighted average control delay).
City of Santa Clara
LOS D for all City controlled signalized intersections, except designated CMP intersections (LOS
E threshold).
Caltrans
LOS C for all Caltrans controlled signalized intersections.
LOS D for all City controlled signalized intersections, except for CMP intersections and
City of Sunnyvale
regionally significant roadways, which include El Camino Real and Sunnyvale -Saratoga Road.
The threshold for the intersections along these regionally significant corridors is LOS E.
LOS E for all Santa Clara County CMP intersections, though the City of Cupertino and City of
VTA
San Jose use their own standards (outlined in this table) for CMP intersections within their
boundaries.
Santa Clara County
LOS E for all Santa Clara County expressway intersections.
LOS D for all City controlled intersections, except intersections in the Downtown San Jose area
City of San Jose
and intersections on the protected intersection list. No study intersections fall into these exception
categories.
City of Saratoga
LOS D for all City controlled intersections, except designated CMP intersections (LOS E
threshold) and Caltrans intersections (LOS C).
Source: Fehr & Peers, April 2012.
For VTA Congestion Management Program (CMP) study intersections, the cities of Cupertino and
San Jose rely on their adopted LOS standards, while all other jurisdictions discussed in this report
evaluate impacts at CMP intersections based on VTA's LOS standards. Figure V.I-2 illustrates the
LOS standards applied to each of the study intersections.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 353
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Freeway Segments. Freeway segments
are evaluated using VTA's analysis procedure,
which is based on the density of the traffic flow
using methods described in the 2000 HCM.
Density is expressed in passenger cars per mile
per lane. The VTA Congestion Management
Program ranges of densities for freeway segment
levels of service are shown in Table V.I-3. The
LOS standard for freeway segments is LOS E.
Table V.I-3: Freeway Segment Level of
Service Definitions
Level of
Service
Density
(passenger cars
per mile per lane
A
<11
B
11.1 to 18.0
C
18.1 to 26.0
D
26.1 to 46.0
E
46.1 to 58.0
F
> 58.0
C. Existing Transportation Setting. The Sources: Traffic Level ofSelviceAnalysis Guidelines, VTA
prO*ect site is generally bounded by Homestead Congestion Management Program, June 2003; Highway
Capacity Manual, Transportation Research Board, 2000,
Road to the north; Tantau Avenue to the east; VTA Transportation Impact Analysis Guidelines, March
Interstate 280 (I-280) to the south; and Wolfe 2009.
Road to the west.' The project includes closure
of Pruneridge Avenue between Tantau Avenue and The Hamptons apartment community located
about 700 feet east of the Wolfe Road/Pruneridge Avenue intersection. Figure V.I-1 illustrates the site
location and its relationship to the surrounding road system, including the study intersections. The
following section describes the transportation system in the area, including key roadway, pedestrian,
bicycle, and transit facilities.
(1) Existing Roadway Network. Regional access to the project site is provided by I-280,
State Route 85 (SR 85) and Lawrence Expressway. The following streets provide local access to the
project site: Pruneridge Avenue, Wolfe Road -Miller Avenue, Tantau Avenue, Homestead Road, De
Anza Boulevard, and Stevens Creek Boulevard. A description of key roadways follows (a more
detailed description of the existing roadway network can be found in Appendix B of this EIR):
I-280 is located immediately south of the project site and provides regional freeway access
between the cities of San Francisco and San Jose. Near the project site, I-280 is a north -
south freeway with three mixed -flow lanes and one high occupancy vehicle (HOV) lane in
each direction. HOV lanes, also known as diamond or carpool lanes, have restricted use to
vehicles with two or more persons (carpools, vanpools, and buses) or motorcycles during
the morning (5:00 a.m. to 9:00 a.m.) and evening (3:00 p.m. to 7:00 p.m.) commute
periods. Auxiliary lanes, lanes running from a freeway entrance ramp to a subsequent
freeway exit ramp that assist in weaving and merging movements, are provided along I-280
from Winchester Boulevard to SR 85, with the exception of the segment between Wolfe
Road and De Anza Boulevard. An extended merge lane is provided for the Wolfe Road on-
ramp to northbound I-280, and an extended deceleration lane is provided for the De Anza
Boulevard off -ramp from northbound I-280. Site access to/from I-280 is provided via its
interchanges with De Anza Boulevard, Wolfe Road, Stevens Creek Boulevard, and
Lawrence Expressway. Near the project site I-280 has an average daily traffic (ADT)
volume of approximately 158,000 vehicles.
7 For purposes of ease of reference, directional prefixes (i.e., north/south, east/west) are not used in roadway names
in this section.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 354
50
E
I � E
ianerid, e Ave.-_ 1
51
LSA
Y
NOT TO SCALE
SOURCE: FEHR & PEERS, MARCH 4, 2013.
I:ACOC1101 Apple Campus 21figures\EIR\Fig_VI2.ai (3/13/13)
FIGURE V.I-2
Apple Campus 2 Project EIR
Intersection LOS Standards
LSA ASSOCIATES, INC.
JUNE 2015
This page intentionally left blank.
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 356
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
• SR 85 extends north through Mountain View to US 101 and south through south San Jose
on the west side of the Santa Clara Valley. Near the project site, the ADT on SR 85 is
approximately 128,000 vehicles. The freeway has two mixed -flow lanes and one HOV lane
in each direction. Interchanges with I-280, Stevens Creek Boulevard, De Anza Boulevard,
and Saratoga Avenue provide access to the project site.
Lawrence Expressway is a limited -access north -south facility operated by Santa Clara
County that travels between SR 237 near Moffett Field in the north and Saratoga Avenue/
Quito Road at the border between the cities of San Jose and Saratoga to the south. It is a six -
lane facility south of I-280. North of I-280, Lawrence Expressway is an eight -lane facility
with the right -most lane in each direction restricted to HOVs during the commute hours.
Lawrence Expressway provides local access to the site via intersections at Homestead Road,
Pruneridge Avenue, and Stevens Creek Boulevard. Near the project site, the ADT on
Lawrence Expressway is about 65,000 vehicles.
Pruneridge Avenue runs between Wolfe Road in the west near the project site and
Winchester Boulevard in the east. This street is identified as a minor collector in the City of
Cupertino and a minor arterial in the City of Santa Clara per the Cities' General Plans.
Pruneridge Avenue bisects the project site and provides the site with access to the rest of
the roadway network. Through the project site Pruneridge Avenue is a four -lane roadway.
East of Tantau Avenue, the City of Santa Clara recently completed a "road diet" project on
Pruneridge Avenue and reduced the travel lanes from four to two lanes with a two-way left -
turn lane and bicycle lanes. As part of the project description, Pruneridge Avenue is
proposed to be closed between Tantau Avenue and The Hamptons, an apartment complex
located at the south-east corner of the Wolfe Road/Pruneridge Avenue intersection.
Pruneridge Avenue between Wolfe Road and Tantau Avenue has an ADT of approximately
9,500 vehicles.
Wolfe Road is a four -to -six -lane north -south roadway that forms the western border of the
proposed project site. North of Stevens Creek Boulevard the roadway is designated as an
arterial in the City of Cupertino General Plan; south of Stevens Creek Boulevard, it is
designated as a major collector. It extends north to the City of Sunnyvale and south to the
City of Saratoga. North of Stevens Creek Boulevard the roadway is called Wolfe Road and
south of Stevens Creek Boulevard it is called Miller Avenue. Wolfe Road provides the
project site with access to I-280 by a partial cloverleaf interchange approximately 0. 15
miles south of the Pruneridge Avenue/Wolfe Road intersection and has an ADT of
approximately 44,900 vehicles.
• Tantau Avenue is a two-lane, north -south minor collector that extends from Bollinger
Road in the south to Homestead Road in the north. Tantau Avenue forms the eastern border
of the project site. There is no direct connection between Tantau Avenue and I-280, but
connections to I-280 can be made via Stevens Creek Boulevard. North of Stevens Creek
Boulevard, Tantau Avenue has an ADT of about 7,000 vehicles.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 357
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
• Homestead Road is a four -lane, east -west arterial that extends from Foothill Expressway
in the west to Lafayette Street in the east (adjacent to Santa Clara University). Homestead
Road runs along the northern border of the project site and has an ADT of approximately
21,000 vehicles.
Vallco Parkway is a short (less than 0.5 mile) six -lane, east -west roadway that provides a
connection between Wolfe Road and Tantau Avenue. Vallco Parkway has an approximate
ADT of 4,000 vehicles. Entitled development projects, including JC Penney, Rose Bowl,
and Main Street, are located along Vallco Parkway. The lane configuration of Vallco
Parkway will be modified in conjunction with these development projects to four travel
lanes with some on -street parking. The road currently has one signalized intersection at
Perimeter Road. With the new development projects, two additional traffic lights will be
added: one at Finch Avenue (Main Street) and the other at the new entrance to the Main
Street garage between Finch and Tantau Avenues. Parallel on -street parking is approved
along the frontage of the Rose Bowl project (currently under construction) and the JC
Penney parking garage between Wolfe Road and Perimeter Road. Angled parking has also
been approved along the frontage of the Main Street project between Perimeter Road and
Tantau Avenue on the south side of Vallco Parkway. However, no on -street parking exists
along the north side of Vallco Parkway between Tantau Avenue and Perimeter Road.
De Anza Boulevard is an eight -lane, north -south arterial that runs from the City of
Sunnyvale in the north (where it is called Sunnyvale -Saratoga Road north of Homestead
Road) to the City of Saratoga (where it is called Saratoga -Sunnyvale Road south of
Prospect Road). De Anza Boulevard has an ADT of approximately 55,600 vehicles near I-
280.
Stevens Creek Boulevard is an east -west six -lane divided arterial that connects western
Cupertino to downtown San Jose (via West San Carlos Street). Stevens Creek Boulevard
provides access to SR 85,1-280 and Lawrence Expressway via interchanges. The roadway
connects all of the north -south facilities described above. Near the project site, Stevens
Creek Boulevard has an ADT of about 25,000 vehicles.
(2) Pedestrian Facilities. Pedestrian facilities consist of sidewalks, crosswalks, and pedes-
trian signals. Adjacent to and within the project site, sidewalks are provided on both sides of Prune -
ridge Avenue, Wolfe Road, Homestead Road, and Tantau Avenue. All of the major roadways in the
study area have at least one sidewalk, with the exception of the I-280 and SR 85 freeways. There are
gaps in the sidewalk along the west side of Tantau Avenue near the project site and for a short
segment on the south side of Pruneridge Avenue near the intersection with Tantau Avenue. Raised
sidewalks approximately 10 feet in width are provided on the Tantau Avenue bridge over Calabazas
Creek. The sidewalks on Tantau Avenue immediately north and south of the bridge are approximately
5 feet wide.
At the Wolfe Road/I-280 interchanges, all east -west pedestrian movements are prohibited; east -west
crossings are allowed at the Vallco Parkway/Wolfe Road and Pruneridge Avenue/Wolfe Road
intersection (approximately 0.60 miles separate the two crossings). Crossing the freeway on -ramps is
challenging for pedestrians as vehicles enter the on -ramps at high speeds. At the Pruneridge Avenue/
Wolfe Road intersection, no east -west pedestrian crossings are allowed across the southern leg of the
intersection. North -south pedestrian movements are prohibited along the east legs of the Finch
Avenue/Stevens Creek Boulevard and Tantau Avenue/Stevens Creek Boulevard intersections.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 358
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
(3) Bicycle Facilities. Bikeway planning and design in California typically relies on guide-
lines and design standards established by the California Department of Transportation (Caltrans) in
the Highway Design Manual (Chapter 1000: Bikeway Planning and Design).8 There are three distinct
types of bikeway facilities, as described below.
• Class I Bikeways (Bike Paths) provide a completely separate right-of-way and are
designated for the exclusive use of bicycles and pedestrians with vehicle and pedestrian
cross-flow minimized. In general, bike paths serve corridors not served by streets and
highways or where sufficient right-of-way exists to allow such facilities to be constructed
away from the influence of parallel streets and vehicle conflicts.
• Class II Bikeways (Bike Lanes) are lanes for bicyclists generally adjacent to the outer
vehicle travel lanes. These lanes have special lane markings, pavement legends, and
signage. Bicycle lanes are generally 5 feet wide. Adjacent vehicle parking and vehicle/
pedestrian cross-flow are permitted.
• Class III Bikeways (Bike Routes) are designated by signs or pavement markings for shared
use with pedestrians or motor vehicles, but have no separated bike right-of-way or lane
striping. Bike routes serve either to: a) provide continuity to other bicycle facilities, or b)
designate preferred routes through high demand corridors.
The VTA Bicycle Technical Guidelines9 recommend that Caltrans standards regarding bicycle facility
dimensions be used as a minimum and provide supplemental information and guidance on when and
how to better accommodate the many types of bicyclists.
Figure V.I-3 shows the location of the existing and proposed bicycle facilities within the project study
area (not including bicycle facilities proposed as part of the project).
Near the project site, bicycle lanes (Class II) are provided on Pruneridge Avenue, Homestead Road,
Wolfe Road, Tantau Avenue, Vallco Parkway, and Stevens Creek Boulevard. There is a discontinuity
in the Class II facility along Wolfe Road at the I-280 overcrossing. A Class III bike route exists on
Tantau Avenue south of Stevens Creek Boulevard to Barnhart Avenue. There is a discontinuity in the
Miller Avenue bike lane between Stevens Creek Boulevard and Calle De Barcelona. Additionally,
bicycle facilities do not exist on Stevens Creek Boulevard east of Cronin Drive.
Bicycle facilities comprising bicycle lanes (Class II) and bicycle routes (Class III) connect the Apple
Campus 2 site to the Lawrence Caltrain station. Continuous bicycle lanes connect the Apple Campus
2 site to Apple's Infinite Loop campus via Homestead Road and De Anza Boulevard, both of which
have high traffic volumes and speeds, which generally discourage bicyclists.
In 2011 the City of Cupertino adopted its Bicycle Transportation Plan, which illustrates Cupertino's
current bicycle network, identifies gaps in the network, and proposes improvement projects to address
the identified gaps.
8 Caltrans, 2012. Highway Design Manual. May 12.
Santa Clara Valley Transportation Authority. 2007. Bicycle Technical Guidelines: A Guide for Local Agencies in
the Planning, Design and Maintenance of Bicycle Facilities and Bicycle -Friendly Roadways. Adopted September 2, 1999,
Revision 1 adopted December 12. 2007.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 359
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
VTA adopted the Santa Clara Countywide Bicycle Plan (CBP). The CBP guides the development of
major bicycle facilities in the County by identifying Cross County Bicycle Corridors and other
bicycle projects of countywide or intercity significance. Several of the Cross County Bicycle
Corridors travel through the study area, including routes along Pruneridge Avenue, Stevens Creek
Boulevard, Wolfe Road/Miller Avenue, and Tantau Avenue.
Pedestrian and bicycle volumes were collected during the peak morning and evening commute
periods at all study intersections between May 4 and May 24, 2011. Pedestrian and bicycle volumes
in the study network immediately adjacent to the project site are shown on Figure V.I4. There is
moderate bicycle use along Tantau Avenue during the PM peak hour; most other bicycle facilities
have only a few users. Pedestrian volumes are generally low in the area; however areas of higher
pedestrian activity exist near the Vallco Shopping Center, along Stevens Creek Boulevard, and along
Tantau Avenue south of the I-280 overcrossing. Pedestrians tend to cross at marked crossings at most
intersections.
To supplement the peak period pedestrian and bicycle intersection counts, additional counts were
collected on Pruneridge Avenue halfway between Wolfe Road and Tantau Drive between 8:00 a.m.
and 5:00 p.m. on a Tuesday and a Saturday. The counts are summarized in Table V.I4.
No additional data were collected by Fehr &
Peers for this analysis to ascertain to what
degree the pedestrians and bicyclists were
traveling through the project site, or traveling to
the existing uses along Pruneridge Avenue;
based on observations most of the weekday
(Tuesday) pedestrian volumes appeared to be
related to the existing uses at the project site.
Table V.I4: Existing Pedestrian and Bicycle
Counts on Pruneridi!e Avenue
Daya Pedestrians Bicyclists
Saturday 91 6
Tuesday 308 28
a Counts collected between 8:00 a.m. and 5:00 p.m
Source: Fehr & Peers, 2012.
(4) Existing Transit Service. Existing transit service to the project site and vicinity (not
including private transit provided by Apple) comprises VTA bus routes, VTA light rail transit (LRT)
service, Caltrain commuter rail service, and Altamont Commuter Express (ACE) commuter rail
service. Figure V.I-5 shows the existing transit services near the project site, which are described in
detail below and summarized in Table V.I-5.
Included in the table are the origin and destination, distance to closest stop, the operating hours, the
headways, and the average peak load factor for each bus route and rail line. The average peak load
factor is a measure of resource utilization. It compares the average peak number of passengers aboard
at any time during the peak period to the supply of seats on each bus. For all -day service, the average
peak load factor for the entire day for those bus stops that serve the project site is identified.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 360
L S A FIGURE V.I-3
.1111ICAIF Apple Campus 2 Project EIR
SOURCE: FEHR& PEERS, MARCH 4,2013. Existing and Proposed Bicycle Facilities
I:ACOC1101 Apple Campus 21figures\EIR\Fig_VI3.ai (3/13/2013)
ut VII
IIIIIIIIIII
5 (5)
pp
4),-
0 (4)-,.–,-
oiVo
00
X0(0)
0
0 (0)
0 (0)
0010
X1(0)
N
o
Jy
�r 0(0)-,4
1 I
O
O N O
�t�
�1�
000
0
O
Nom
1I
omo
0 (0)-,4
�
000_0_
o nN
0(0)�
OOO
0(0)--,,,,
4
3
0(0)-,4
1 I
o_m_o_
0)-f-
0 (0)-0-1-
0(0)�
0
0 (0)
oVo
X0(0)
000
0 (0) �+
0
f
0(0)-,4
O CO O
12(9)
0(0)—
opo
0 (0)
0 (0)--'�
oVo
000
0O
O
4(2)
IIIIIIIIIIII
0 (0)
O
ooV
00
000
X0(1)
� 0 (4)
ago
u»
�t�
0(0)-,4
o o
0(8)�
000
0 (0)�
1
4
9(2)
IIIIIIIII IIID
5 (4)
o Ln
X4(4)
� 4 (3) 'F
J
�
s, ♦I
v
0(0)-,4.4.
o o'T
1(2)–P�
�v
0(3)-,,,
t 4
(8) 4
ut VII
IIIIIIIIIII
5 (5)
IIIIIIIIIIII
1L 0 (0)
oiVo
00
X0(0)
oC
0 (0)
O
Irl +
N
o
Jy
�r 0(0)-,4
1 I
O
O N O
�t�
�1�
000
0
o 0o
Nom
0(0)�
omo
N
0 (0)�
o nN
0A -
5 (9)
ppb 0(0)
IIIIIIIIIIII
1L 0 (0)
oiVo
00
X0(0)
X0(0)
X0(0)
*– 0 (0)
63
o
Jy
�r 0(0)-,4
1 I
0 (0)�
O N O
0 (0)�
�1�
000
0
o 0o
5 (9)
3(2)
IIIIIIIIIIIIIV
1L0(1)
0 (0)
oho
X0(0)
X0(0)
*– 0 (0)
63
o
1 I �
0(0)�
opo "'
1 (0)�
2(0)-,4
�1�
000
1 (3)�
o 0o
Nom
0(0)-,4
I
N
0(0)�
o nN
0 (0)
4
LEGEND
XX (YY) = AM (PM)
Peak Hour
Bicycle
Volumes
= AM (PM)
Peak Hour
Pedestrian
Volumes
3(2)
IIIIIIIII
(IIIIIIIII
0 (0)
16 (0)
0 0�
X0(0)
*– 0 (0)
63
o
1 I �
0(0)�
opo "'
1 (0)�
2(0)-,4
�1�
000
1 (3)�
o 0o
Nom
3(0)�
0 (0)�
N
0 (0)�
1
8
LEGEND
XX (YY) = AM (PM)
Peak Hour
Bicycle
Volumes
= AM (PM)
Peak Hour
Pedestrian
Volumes
1111111
3 (0)
(IIIIIIIII
000
16 (0)
�
X12(4)
*– 0 (0)
63
o
1 I �
0(0)�
opo "'
1 (0)�
2(0)-,4
�1�
000
0(0)-,4
9(0)�
Nom
2(2)�
0 (0)�
N
0 (0)�
1
LEGEND
XX (YY) = AM (PM)
Peak Hour
Bicycle
Volumes
= AM (PM)
Peak Hour
Pedestrian
Volumes
u'u
IIIIIIIII
1111111
10 6
� �
(IIIIIIIII
0 (0)
oVo
oo�
X2(1)
X0(1) moi+
X12(4)
*– 0 (0)
63
oVo
1 I �
0(0)�
opo "'
1 (0)�
o N o
0 (0)--'�
0(0)-,4
0
u'u
IIIIIIIII
14 (9)
(IIIIIIIII
1L 0 (0)
0(0)
oVo
X12(4)
*– 0 (0)
O
oVo
X0(0)
c�
`•\ C,
{�I
f
0(0)-,4
2(2)�
ono
0 (0)�
L S A FIGURE V.I-4
A��le Campus 2 Project EIR
NOT TO SCALE Existing Bicycle and Pedestrian Turning
SOURCE: FEHR& PEERS, MARCH 4,2013. Movement Volumes In Project Vicinity
I:vCOC1101 Apple Campus 21figures\EIR.AFig_VI4.ai (3/13/2013)
0(0)
IIIIIIIII 111111
*– 0 (0)
oVo
X0(0)
0 (0)
0(0)-,4
1 I
o_m_o_
0(0)�
000
0 (0)�
0
12(9)
IIIIIIIIIIIII
0 (0)
oVo
000
X1(5)
O
O
000_0_
0 (8)�
o o
1
L S A FIGURE V.I-4
A��le Campus 2 Project EIR
NOT TO SCALE Existing Bicycle and Pedestrian Turning
SOURCE: FEHR& PEERS, MARCH 4,2013. Movement Volumes In Project Vicinity
I:vCOC1101 Apple Campus 21figures\EIR.AFig_VI4.ai (3/13/2013)
L S A FIGURE V.I-5
.1111ICAIF Apple Campus 2 Project EIR
SOURCE: FEHR& PEERS, MARCH 4,2013. Existing Transit Facilities
I:ACOC1101 Apple Campus 21figures\EIR\Fig_VI5.ai (3/13/2013)
LSA ASSOCIATES, INC.
JUNE 2015
This page intentionally left blank.
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 364
LSA ASSOCIATES, INC.
JUNE 2015
Table V.I-5: Existing Transit Service Summary
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Notes:
a Distance in miles from nearest stop to nearest Apple Campus 2 access point.
b Average peak load factor is the ratio of the average peak number of on -board passengers aboard during the peak period to
supply of seats.
Headways are defined as the time interval between two transit vehicles traveling in the same direction over the same
route.
AM = Morning commute period
PM = Evening commute period
Source: VTA, August 2012.
VTA Local Bus Routes. The project site is located near the Vallco Shopping Center, which
functions as a hub for VTA local and express bus service.
• Bus Route 23 provides service between De Anza College and the Alum Rock Transit Center
via downtown San Jose and operates on Stevens Creek Boulevard, West San Carlos Street,
East Santa Clara Street, and Alum Rock Avenue. Bus stops for Route 23 are provided at
Stevens Creek Boulevard/Wolfe Road -Miller Avenue and Stevens Creek Boulevard/Tantau
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 365
Weekdays
Saturda 's
Distance
Average
to
Peak
Peak
Closest
Load
Operating
Headway`
Operating
Headway`
Route
From
To
Stop'
Factore
Hours
minutes
Hours
minutes
Bus Service TA
Alum Rock
23
�DcAnza
College
Transit
0.35
0.32
5:23 a.m. - 1:02 a.m.
12
5:40 a.m. - 1:04 a.m.
15-30
Center
Lockheed
Eastridge
26
Transit Center
Transit
0.05
0.27
5:23 a.m. - 11:49 p.m.
30
6:28 a.m. - 10:53 p.m.
30
Center
55
De Anza
College
Great
America
2.05
0.16
5:37 a.m. - 11:08 p.m.
15
7:53 a.m. - 9:05 p.m.
30-60
Vallco
81
San Jose State
Shopping
0.10
0.07
6:25 a.m. - 8:50 p.m.
30
9:30 a.m. - 4:52 p.m.
60
University
Mall
1 NB Run
101
Camden and
Palo Alto
0.55
0.23
6:16 a.m. - 7:16 a.m.
—AM
No Service
SR 85
4:42 p.m. - 6:00 p.m.
1 SB Run
—PM
2 SB Runs
182
Palo Alto
IBM/Bailey
0.75
0.07
7:02 a.m. - 8:33 a.m.
—AM
No Service
Avenue
4:51 p.m. - 6:35 p.m.
2 NB Runs
—PM
323
De Anza
Downtown
0.90
N/A4
6:05 a— 7:23 p
15
No Service
College
San Jose
Almaden
Lockheed
1 NB Run
328
Expwy and
Transit
0.65
0.09
6:00 a.m. - 7:02 a.m.
—AM
No Service
Camden
Center
5:06 p.m. - 6:09 p.m.
1 SB Run
—PM
Commuter Rail Service
Caltrain
San Francisco
San Jose —
3.00
N/A
4:30 a.m. - 1:30 a.m.
35 (local)/
7:00 a.m. - 1:30 a.m.
60
Diridon
30 (express)
3 WB Runs
ACE
Stockton
San Jose —
5.40
N/A
4:20 a.m. - 8:50 a.m.
—AM
No Service
Diridon
3:35 a.m. - 7:45 p.m.
3 EB Runs
—PM
Notes:
a Distance in miles from nearest stop to nearest Apple Campus 2 access point.
b Average peak load factor is the ratio of the average peak number of on -board passengers aboard during the peak period to
supply of seats.
Headways are defined as the time interval between two transit vehicles traveling in the same direction over the same
route.
AM = Morning commute period
PM = Evening commute period
Source: VTA, August 2012.
VTA Local Bus Routes. The project site is located near the Vallco Shopping Center, which
functions as a hub for VTA local and express bus service.
• Bus Route 23 provides service between De Anza College and the Alum Rock Transit Center
via downtown San Jose and operates on Stevens Creek Boulevard, West San Carlos Street,
East Santa Clara Street, and Alum Rock Avenue. Bus stops for Route 23 are provided at
Stevens Creek Boulevard/Wolfe Road -Miller Avenue and Stevens Creek Boulevard/Tantau
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 365
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Avenue, which provide connections to Routes 26 and 81. Route 23 is augmented by limited
stop service (Route 323) between Downtown San Jose and De Anza College.
• Bus Route 26 provides service between the Eastridge Mall and Lockheed Martin/Moffett
Park Transit Centers and operates on Wolfe Road and Miller Avenue near the project site.
Route 26 follows major arterials and travels through Sunnyvale, Cupertino, San Jose, and
Campbell. Bus stops for Route 26 are provided at Wolfe Road/Homestead Road, Wolfe
Road/Pruneridge Avenue, and Wolfe Road/Vallco Center.
Bus Route 81 operates on Stevens Creek Boulevard, Wolfe Road, Pruneridge Avenue
(eastbound only), Tantau Avenue (southbound only between Pruneridge and Stevens
Creek) and Homestead Road near the project site. It provides service between Vallco
Shopping Center in the west and San Jose State University in the east via Park Avenue,
West San Carlos Street, and San Jose Diridon Station. Connections to other bus lines
(including express lines) can be made at the route's western terminus at Vallco Shopping
Center. The proposed project would necessitate a rerouting of Route 81 to eliminate travel
along Pruneridge Avenue between Wolfe Road and Tantau Avenue.
• Bus Route 55 operates on De Anza Boulevard and Sunnyvale -Saratoga Road between De
Anza College and Great America. This route provides direct access to the Sunnyvale
Caltrain station. With a short transfer along VTA Light Rail at Great America, the route
provides access to the Altamont Commuter Express (ACE) train service, as well as Amtrak
Capitol Corridor service.
VTA Express and Limited Stop Bus Routes. The VTA also operates several express bus
routes and limited -stop bus routes throughout the project area.
• Bus Route 101 is an express bus route that operates on I-280, Stevens Creek Boulevard, and
Lawrence Expressway; it connects the Park & Ride lot at the Camden Avenue interchange
along SR 85 to Palo Alto. The route stops at Stevens Creek Boulevard/Finch Avenue near
the project site.
• Bus Route 182 is an express bus route that operates on I-280, Wolfe Road, Vallco Parkway,
and Stevens Creek Boulevard; it connects the Park & Ride lot at El Camino Real and Page
Mill Road in Palo Alto with the IBM Santa Teresa Facility at Bailey Avenue.
• Bus Route 328 is a limited stop bus route that operates on Lawrence Expressway near the
project site; it connects south San Jose (near Almaden Expressway) to the Lockheed Martin
Transit Center.
• Bus Route 323 is a limited stop bus route that parallels Route 23 along Stevens Creek
Boulevard and West San Carlos Street from De Anza College to Downtown San Jose. A
stop is provided in both directions near the project site at Stevens Creek Boulevard/Wolfe
Road -Miller Avenue.
VTA Light Rail Transit Service. VTA Light Rail Transit (LRT) is a light rail service
operating through the cities of San Jose, Santa Clara, Sunnyvale, Campbell, and Mountain View with
over 60 stops along the 42 -mile system. Apple shuttles provide service at the following stations
during commute hours, which are served by VTA's two main light rail lines (901 and 902): Blossom
Hill, Downtown Campbell, Downtown Mountain View, and San Jose Diridon station.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 366
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Commuter Rail Service. As part of Apple's Transportation Demand Management Program
(described in more depth in the next section), Apple runs shuttles to and from the Mountain View
Caltrain Station and Great America Altamont Commuter Express (ACE) Train station, making these
two commuter rail options more attractive for employees.
Caltrain is a commuter heavy rail service that runs from downtown San Francisco (4th and
King Streets) to downtown San Jose (Din don Station), with a limited number of commute
period trains running farther south to Gilroy. During commute periods, Caltrain offers
express service ("Baby Bullet") between downtown San Jose and San Francisco, which
allows the trip between San Francisco and San Jose to be made in one hour. This service
stops at a limited number of stations, including the Mountain View and Sunnyvale stations.
Apple provides a daily shuttle service that directly links each of the stations to its Cupertino
offices. Currently, Baby Bullet service is provided both in the northbound and southbound
direction during the morning and evening commute periods at the Mountain View Caltrain
station. Baby Bullet trains only serve the Sunnyvale Caltrain station in the northbound
direction during the morning peak and in the southbound direction during the evening peak,
meaning commuters who live in cities north of Sunnyvale could not utilize Baby Bullet
service at the Sunnyvale Caltrain station to access Apple Campus 2 during typical commute
hours.
Altamont Commuter Express (ACE) is a commuter heavy rail service that runs from
Stockton to downtown San Jose (Diridon Station) via Livermore and Fremont and provides
an alternative to driving over the Sunol Grade (I-680). ACE has a stop located at the Great
America rail station in the City of Santa Clara. Apple provides shuttle service that directly
links this station to its Cupertino campuses. Service on ACE is only offered during
commute periods, with three trains inbound to San Jose during the AM peak period and
three trains outbound to Stockton during the PM peak period.
Apple Shuttle Service and Bicycle Access to Rail Stations. As part of Apple's Transportation
Demand Management Program (described in more depth in the next section and Table V.I-6), Apple
runs shuttles to and from the Caltrain stations at Mountain View, Sunnyvale, Lawrence, and San Jose,
as well as the Great America Altamont Commuter Express (ACE) train station, making these
commuter rail options more attractive for employees. Otherwise accessing the Apple Campus 2 site
from a Caltrain station would require a connecting VTA bus or bicycle, since no Caltrain station is
within comfortable walking distance of Apple Campus 2. Direct transit bus connections from Caltrain
include the following:
• From Lawrence Station: VTA Route 32, connecting to Route 26, a 53 -minute trip.
• From Sunnyvale Station: VTA Route 26, a 40 -minute trip.
From Santa Clara Station (weekday): VTA Route 552, connecting to Route 26, a 33 -minute
trip.
Although there is a fair amount of transit service within the vicinity of Apple Campus 2, there are no
easy public transit transfers to existing high capacity transit corridors such as Caltrain commuter rail
and various bus lines along El Camino Real. Express transit services typically operate in directions
that inhibit travel using solely public transit to Apple Campus 2 from residential areas along the
Peninsula. Furthermore, the poor walkability of the streets around the project site, due to high traffic
volumes, discourages people from walking longer distances to transit stops or stations.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 367
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
To make some of these Caltrain stations more accessible, Apple provides daily shuttle service to the
Lawrence and Sunnyvale stations. The travel time on Apple shuttles between these Caltrain stations
and Apple Campus 2 is approximately 15 to 20 minutes.
Most commuting bicyclists travel at a rate of about nine to 10 miles per hour, meaning the Lawrence,
Sunnyvale, and Santa Clara Caltrain stations are located about an 18, 23, and 28 -minute bicycle ride
away from Apple Campus 2, respectively. Only the Lawrence Caltrain station has continuous bicycle
infrastructure that connects it to Apple Campus 2 in the form of Class II lanes along Wolfe Road,
Reed Avenue, and Aster Avenue.
(5) Existing Apple Transportation Demand Management (TDM) Program. Apple
currently provides a variety of Transportation Demand Management (TDM) measures at its existing
facilities to reduce the number of employee trips by single -occupant vehicle (SOV) to and from work
either directly or by providing support services to remove obstacles to commuting by other modes.
The TDM program is administered by Apple's Commute Alternatives Department. Table V.I-6
summarizes the TDM strategies that Apple currently employs at the Infinite Loop, De Anza, and
Mariani buildings; this analysis assumes and Apple confirms that these TDM strategies would also be
incorporated at Apple Campus 2. For the purpose of this EIR, and to ensure that the project's
potential effects on the local and regional transportation system are fully and cautiously evaluated
(and in recognition that specific TDM expansion measures are being refined by Apple), an expanded
TDM Program (beyond the measures that are currently being provided, along with the current mode
share results) is not assumed to be part of the project.
The mode split data collected in 2011 by Fehr & Peers at the Infinite Loop campus and the buildings
south of Mariani Avenue10 shows that approximately 72 percent of peak period trips are by single
occupant vehicles (SOV). Carpools (private vehicles carrying two or more passengers) make up
approximately 10 percent of peak period trips. Transit or Apple Shuttle trips comprise approximately
12 percent of peak period trips (of these trips, the vast majority — approximately 90 percent — are
made using the Apple Shuttle system). Bicycle and walk trips make up the remainder (6 percent) of
the trips. The Journey to Work data from the 2000 U.S. Census for employment locations in the City
of Cupertino shows that SOVs comprise nearly 83 percent of trips. Thus Apple's 2011 TDM partic-
ipation rate of 28 percent compared to the City's overall non -SOV commute rate of 17 percent.
Apple offers the Commute Alternatives program, including the Apple Shuttle system, which provides
Wi-Fi-enabled commuter coaches and shuttles that carry employees between their neighborhoods and
the Apple campus free of charge to employees. The current system consists of 75- or 50 -seat buses
and 19 -seat shuttles, which provide over 200 service runs from different parts of the Bay Area to
Apple's headquarters in Cupertino. There are 55 pick-up locations around the Bay Area with service
starting as early as 6:00 a.m. and ending as late as 9:00 p.m.
Apple also provides enhanced mobility around the Cupertino campus by offering on -demand shuttle
service, shared bicycles, and short-term car rentals. Cafes, shuttle stops, and bike share stalls are
strategically located within walking distance of large employee activity centers.
10 Fehr & Peers, 2011. fipple Headquarters Campus Transportation Study.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 368
LSA ASSOCIATES, INC.
JUNE 2015
Table V.I-6: Apple's Existing TDM Strategies
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Strategy Description
Outreach to Commuters
Extensive web -presence detailing alternative transportation options including carpool, commuter
Website
rail, light rail, Apple shuttles, bus options and bicycling. Website is often one of most visited
sites on Apple intranet
Commute Alternatives Department administers the TDM program and engages employees to
TDM Coordination
maximize use of TDM program. Commute Program engages employees at New Employee
orientation, through the website, and at regularly scheduled events throughout the year.
In addition to regular communications and homepage marketing, the Apple Commute
Marketing
Alternatives Department participates in alternative transportation events such as Bike to Work
Day, Best Workplace for Commuters, and Bike Friendly Workplace
Carpool Matching
Carpool matching service on commute alternative website
Service on commuting website that matches bicycling commuters with common bike routes and
Bicycle Route Matching
bike buddies. Map is interactive and enables employees to connect via email to plan group
commute rides.
Mass Transit Options
Private coach shuttles transporting employees to the Apple campus from various destinations in
Apple Shuttle
San Francisco, the East Bay, and the South Bay. Local shuttles for employees in Silicon Valley,
intercampus and lunchtime shuttles are also available for the local area.
Mass Transit Shuttle Link
Private shuttle vans transport employees to the Apple campus from various commuter and light
rail stations, including BART, Caltrain, ACE, and VTA light rail.
Apple Shuttle iPhone A
Downloadable iPhone application provides schedule and stop information for all Apple shuttles
Transit Subsidy
$100/month available to all employees for public transit fare purchases
Encouraging Bicycling
Bicycle Subsidy
$20/month available to all employees who do not use the public transit subsidy
Bicycle Racks
Bicycle racks in excess of standard levels at most facilities to support cycle commuting and
encourage new participation
Bicycle Lockers
148 secure bicycle lockers — some lockers are first-come, first-served, while others are reserved
for riders who commute by bicycle three or more days per week
Bicycle Showers
Showers are provided throughout the buildings on campus
Bicycle Pumps
Bicycle pumps are provided throughout the campus
Bicycle Sharing Program
Program provides employees with over 300 campus bicycles and free bicycle helmets
Other
Priority Parking
Dedicated parking for carpools and electric vehicles close to building entrances
Electric Vehicle Charging
Charging stations provided on-site
Car Share Program
Six vehicles on-site for rent at $7/hour. Membership discounts available to other car -share entities
to further encourage car -free lifestyle.
Guaranteed Ride Home
Apple provides cab vouchers to transit and carpool users to use for emergencies
Flexible Work Schedules
Apple employees can adjust their work start and end times so that their commutes occur during
non -peak times of the roadway system
On -Site Services
Cafeterias, coffee bars, fitness center, hair -cuts, ATM, dry cleaning, postal service kiosks, etc. are
provided on site.
Source: Apple, February 2013; Fehr & Peers, May 2013.
(6) Existing Intersection Volumes and Lane Configurations. The existing operations of
the study intersections were evaluated for the highest one-hour volume during the weekday morning
peak commute period (6:30 a.m. to 9:30 a.m.) and evening peak commute period (4:00 p.m. to 7:00
p.m.). AM and PM peak -hour intersection turning movement counts were conducted primarily in
May 2011. The traffic count sheets as well as the existing AM and PM peak -hour turning movement
volumes, lane configurations, and traffic control devices at the study intersections are included in
Appendix B of this EIR.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 369
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
(7) Existing Intersection LOS. The results of the LOS analysis using the TRAFFIX soft-
ware program for Existing Conditions are graphically shown on Figure V.I-6. Appendix B contains
the corresponding calculation sheets as well as a detailed LOS summary table. The results of the LOS
calculations indicate that all but one of the study intersections operate at acceptable service levels
during the AM and PM peak periods based on the LOS standards summarized in Table V.I-2, which
are generally LOS D or better for City intersections and LOS E or better for CMP and regionally
significant intersections. The 452 Stevens Creek Boulevard/San Tomas Expressway intersection
(CMP) currently operates at LOS F during the PM peak hour.
In addition, Fehr & Peers conducted field observations of the study intersections during the morning
and evening peak hours in May 2011. In most cases, the intersections were observed to operate at the
calculated levels of service for each peak hour. High traffic volumes that caused long queues and
congestion were observed on individual approaches to the following intersections. Please refer to
Appendix B for additional detail.
• De Anza Boulevard/Homestead Road (45)
• De Anza Boulevard/1-280 Ramps (north) (46)
• De Anza Boulevard/1-280 Ramps (south) (47)
• Wolfe Road/El Camino Real (414)
• Wolfe Road/FremontAvenue (#15)
• Wolfe Road/Homestead Road (#18)
• Wolfe Road/1-280 Ramps (north) (421)
• Wolfe Road/1-280 Ramps (south) (422)
• Lawrence Expressway/I-280 Southbound Ramps (441)
• Stevens Creek Boulevard/San Tomas Expressway (452)
(8) Existing Freeway Segment LOS. According to VTA's Transportation Impact Analysis
Guidelines" a freeway segment analysis should be included if the project meets one of the following
requirements:
1. The proposed development project is expected to add traffic equal to at least 1.0 percent of
a freeway segment's capacity.
2. The proposed development project is adjacent to one of the freeway segment's access or
egress points.
3. Based on engineering judgment, Lead Agency staff determines that the freeway segment
should be included in the analysis.
Based on these requirements, 12 freeway segments were selected for evaluation.
"Santa Clara Valley Transportation Authority, 2009. Transportation Impact Analysis Guidelines.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 370
50
51 TA
D D
✓d
r1i_.
Ave
L S A FIGURE V.I-6
Y
.1111ICAIF Apple Campus 2 Project EIR
SOURCE: FEHR& PEERS, MAY, 2013. Existing Intersection LOS Results
I:ACOC1101 Apple Campus 21,figures\Fig VI6.ai (5/21/2013)
LSA ASSOCIATES, INC.
JUNE 2015
This page intentionally left blank.
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx(06/03/13) P UB%IC REVIEW DRAFT 372
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-7 contains the existing freeway segment levels of service for the mixed -flow and HOV
lanes based on the segment densities reported in the VTA's 2011 CMP Monitoring and Conformance
Report, which is the most recent report available as of June 2012.12 The following mixed -flow
freeway segments operate at LOS F and therefore exceed VTA's LOS E standard during the specified
peak hour:
I-280, Northbound, SR 85 to Foothill Expressway (AM peak hour)
I-280, Southbound, Foothill Expressway to SR 85 (PM peak hour)
I-280, Southbound, SR 85 to De Anza Boulevard (PM peak hour)
I-280, Southbound, De Anza Boulevard to Wolfe Road (PM peak hour)
I-280, Northbound, Lawrence Expressway/Stevens Creek Boulevard to Wolfe Road (AM
peak hour)
I-280, Southbound, Wolfe Road to Lawrence Expressway/Stevens Creek Boulevard (PM
peak hour)
I-280, Northbound, Saratoga Avenue to Lawrence Expressway/Stevens Creek Boulevard
(AM peak hour)
I-280, Southbound, Lawrence Expressway/Stevens Creek Boulevard to Saratoga Avenue
(PM peak hour)
I-280, Northbound, Winchester Boulevard to Saratoga Avenue (AM peak hour)
• SR 85, Northbound, Winchester Boulevard to Saratoga Avenue (AM peak hour)
• SR 85, Southbound, De Anza Boulevard to Saratoga Avenue (PM peak hour)
• SR 85, Southbound, Stevens Creek Boulevard to De Anza Boulevard (PM peak hour)
• SR 85, Northbound, Stevens Creek Boulevard to I-280 (AM peak hour)
• SR 85, Southbound, I-280 to Stevens Creek Boulevard (PM peak hour)
• SR 85, Northbound, I-280 to West Homestead Road (AM peak hour)
• SR 85, Northbound, West Homestead Road to Fremont Avenue (AM peak hour)
In addition, the following HOV lane segment exceed VTA's LOS E standard during the specified
peak hour:
• SR 85, Northbound, I-280 to West Homestead Road (AM peak hour).
All other freeway segments operate at acceptable LOS E or better during both peak periods.
12 Santa Clara Valley Transportation Authority, 2011. CMP Monitoring and Conformance Report. June.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 373
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-7: Existing Freeway Segment Levels of Service
Notes:
a NB = northbound; SB = southbound
b AM = morning peak hour; PM = afternoon peak hour
Measured in passenger cars per mile per lane
d LOS = level of service
Bold font indicates unacceptable operations based on VTA's LOS E Standard.
Source: 2011 Monitoring and Conformance Report, VTA, May 2012
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 374
Peak
Lanes Density' LOSd
Mixed HOV Mixed HOV Mixed HOV
Freeway Segment
Direction
Hour"
Interstate 280
AM
3
1
62
42
F
D
NB
PM
3
1
24
11
C
A
I-280 —Foothill Expressway to SR 85
SB
AM
3
1
26
15
C
B
PM
3
1
70
18
F
B
AM
3
1
57
32
E
D
NB
PM
3
1
29
10
D
A
I-280 — SR 85 to De Anza Boulevard
SB
AM
3
1
24
9
C
A
PM
3
1
81
25
F
C
AM
3
1
57
50
E
E
NB
PM
3
1
31
9
D
A
I-280 — De Anza Boulevard to Wolfe Road
SB
AM
3
1
29
18
D
B
PM
3
1
97
33
F
D
AM
3
1
62
56
F
E
I-280 — Wolfe Road to Lawrence Expressway/
NB
PM
3
1
32
10
D
A
Stevens Creek BoulevardSB
AM
3
1
25
12
C
B
PM
3
1
63
39
F
D
AM
3
1
67
58
F
E
I-280 — Lawrence Expressway/Stevens Creek
NB
PM
3
1
29
7
D
A
Boulevard to Saratoga AvenueSB
AM
3
1
28
9
D
A
PM
3
1
77
32
F
D
AM
3
1
76
43
F
D
NB
PM
3
1
34
11
D
A
I-280 —Saratoga Avenue to Winchester Boulevard
SB
AM
3
1
36
10
D
A
PM
3
1
51
29
E
D
State Route 85
AM
2
1
69
46
F
D
NB
PM
2
1
27
8
D
AM
SR 85 —Winchester Boulevard to Saratoga Avenue
AM
SB
2
1
30
4
D
A
PM
2
1
54
29
E
D
AM
2
1
32
31
D
D
NB
PM
2
1
21
7
C
AM
SR 85 —Saratoga Avenue to De Anza Boulevard
AM
SB
2
1
23
6
C
A
PM
2
1
65
26
F
C
AM
2
1
47
21
E
C
SR 85 — De Anza Boulevard to Stevens Creek
NB
PM
2
1
18
8
C
A
BoulevardSB
AM
2
1
19
6
C
A
PM
2
1
94
31
F
D
AM
2
1
109
21
F
C
NB
PM
2
1
19
8
C
AM
SR 85 —Stevens Creek Boulevard to I-280
SB
AM
3
1
15
9
B
A
PM
3
1
1 85
29
1 F
D
AM
2
1
94
60
F
F
NB
PM
2
1
15
9
B
AAM
SR 85 —1-280 to West Homestead Road
SB
2
1
14
7
B
A
PM
2
1
25
29
C
D
AM
2
1
89
41
F
D
SR 85 — West Homestead Road to West Fremont
NB
PM
2
1
26
5
C
A
AvenueSB
AM
2
1
25
9
C
A
PM
2
1 1
1 53
1 21
1 E
C
Notes:
a NB = northbound; SB = southbound
b AM = morning peak hour; PM = afternoon peak hour
Measured in passenger cars per mile per lane
d LOS = level of service
Bold font indicates unacceptable operations based on VTA's LOS E Standard.
Source: 2011 Monitoring and Conformance Report, VTA, May 2012
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 374
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
(9) Background No Project Conditions. Background No Project Conditions are defined as
conditions immediately prior to completion of the project in 2016 (the projected completion date).
Traffic volumes for Background No Project Conditions comprise existing traffic plus traffic gener-
ated by approved but not yet built or occupied developments in the area.
(10) Background No Project Approved Projects and Traffic Volumes. Staff from the City
of Cupertino provided a list of approved but not yet built or not occupied development projects in
Cupertino. Projects in the cities of Sunnyvale, Santa Clara, Saratoga, and San Jose were also consid-
ered for this analysis. Trip generation estimates for these projects were obtained from their respective
traffic reports or estimated based on trip generation rates published in the Institute of Transportation
Engineers Trip Generation (8th Edition). Trips for each of the background projects were then assigned
to the roadway network based on the relative locations of complementary land uses, as well as
existing and estimated future travel patterns.
Appendix B of this EIR contains a list of approved projects from each City and their trip generation
estimates. Major projects in the Background No Project scenario include:
Downtown Sunnyvale Projects: 263 KSF (1,000 square feet) of commercial and office
uses, 124 senior housing dwelling units, 358 apartments
• North Santa Clara Projects: 5,466 KSF of commercial and office uses, 427 KSF of
community college expansion, 995 apartments and townhomes
Rose Bowl: 204 condominiums, 60 KSF retail
• Vallco Mall: 200 KSF of vacant retail uses
Aloft Hotel (10 165 De Anza Boulevard): 123 hotel rooms
De Anza College Expansion: 7,000 new students at Junior College
• Oaks Shopping Center: 50.9 KSF retail and office space, 122 hotel rooms
900 Kiely Boulevard (Santa Clara): 766 mixed dwelling units
Main Street Cupertino: 138 KSF shopping center, 260 KSF office, 180 hotel rooms,
143 dwelling units
• Crossroads: 87.1 KSF shopping center, 8.7 KSF high turnover restaurant
Biltmore Apartments: 80 apartments, 7 KSF restaurant
5403 Stevens Creek Boulevard: 375 KSF office
• Saich Way Station: 11 KSF retail, 4.2 KSF restaurant
• Valley Fair Mall Expansion: 675 KSF shopping center
Kaiser Santa Clara: 150 KSF medical uses
The trips for each of these projects were added to the existing volumes to represent Background No
Project Conditions (see Appendix B).
In addition to trips from approved projects, the City of Sunnyvale typically multiplies existing
volumes by a growth factor when analyzing future year scenarios at intersections in its jurisdiction.
To be consistent with its LOS analysis standards, the appropriate growth rates (2.00 percent and 1.75
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 375
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
percent in the AM and PM peak hours, respectively for arterials) were applied to the study intersec-
tions within the City of Sunnyvale. Using year 2011 as the base year for Existing Conditions, 5 -year
growth factors (to year 2016) were applied to all movements at the three study intersections in
Sunnyvale. Figure C-4 in Appendix B shows the Background No Project Conditions intersection
turning movement volumes used for this analysis.
(11) Background No Project Transportation Improvements. Based on information
provided by the City of Cupertino, the westbound through lane at the Wolfe Road/Vallco Parkway
intersection was assumed to be modified to a shared through/right-turn lane (for a total of two left -
turn lanes, one shared through/right-turn lane, and one exclusive right -turn lane) under Background
No Project Conditions. As part of the Main Street project in Cupertino, Vallco Parkway is proposed
to be narrowed from six to four lanes; however the lane geometries at Wolfe Road and Tantau
Avenue are not anticipated to change with this roadway project. No other approved and funded
transportation network improvements were assumed to be constructed prior to project completion and
for all other intersections the existing roadway network was used for the background analysis.
(12) Background Intersection Levels of Service. Background No Project and Background
Plus Project intersection levels of service are discussed in Section 2, Impacts and Mitigation
Measures.
(13) Cumulative No Project Conditions. Traffic volumes for Cumulative No Project Condi-
tions comprise existing traffic volumes plus traffic generated by all foreseen development projects
that would affect the transportation system in the study area, including approved but not yet built or
occupied projects as well as pending development projects.
(14) Cumulative No Project Approved Projects and Traffic Volumes. Vehicle trips from
pending development projects in the study area were added to traffic projections for Background No
Project Conditions. Projects in the cities of Sunnyvale, Santa Clara, Saratoga, and San Jose were also
included. Appendix B contains a list of approved and pending projects from each City and their trip
generation estimates. In addition to those projects highlighted in the Background Conditions section,
the following major pending developments projects were included in the analysis:
Future Vallco Mall Expansion: 408 KSF mixed use
• Downtown Sunnyvale: 40 apartments
2585 & 2645 El Camino Real: 253 apartments/condos
• 3515 Monroe Street: 430 dwelling units
As discussed under Background No Project Conditions, the City of Sunnyvale typically multiplies
existing volumes by a growth factor when analyzing intersections in its jurisdiction. To be consistent
with their LOS analysis standards, the appropriate growth rates (2.00 percent and 1.75 percent in the
AM and PM peak hours, respectively for arterials) were applied to the study intersections within the
City of Sunnyvale. Using year 2011 as the base year for Existing Conditions, a 9 -year growth factor
(to year 2020) was applied to all movements at the three study intersections in Sunnyvale. Figure C-6
in Appendix B of this EIR, shows the Cumulative No Project intersection turning movement volumes
used for this analysis.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 376
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
(15) Cumulative No Project Transportation Improvements. There are no additional
approved and funded transportation network improvements that were assumed to be constructed prior
to the cumulative horizon year of 2020 beyond the improvements identified for Wolfe RoadNallco
Parkway under Background No Project Conditions, described above. Therefore, the Background No
Project roadway network was used for the Cumulative No Project analysis.
(16) Cumulative Intersection Levels of Service. Cumulative No Project and Cumulative
Plus Project intersection levels of service are discussed in Section 2, Impacts and Mitigation
Measures.
2. Impacts and Mitigation Measures
This section identifies potential adverse impacts to transportation and circulation that may result from
the proposed project. Significant impacts are identified according to the significance criteria identified
below. The significance criteria are followed by a discussion of the project's potential impacts on the
transportation and circulation system. Where warranted, mitigation measures are recommended to
reduce significant impacts to a less -than -significant level or to reduce the severity of the identified
significant impacts.
a. Criteria of Significance. According to the CEQA Guidelines, traffic increases from a project
or from cumulative development are considered to be a significant impact if the associated changes to
the transportation system conflict with adopted environmental plans or goals of the community, or
cause an increase in traffic that is substantial in relation to the existing traffic load and capacity of the
street system. The CEQA Guidelines also include general statements applicable to identifying impacts
on elements of the transportation system other than private motor vehicle roadway operations.
According to the CEQA Guidelines, transportation impacts are considered significant if a proposed
project would:
• Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness
for the performance of the circulation system, taking into account all modes of transporta-
tion including mass transit and non -motorized travel and relevant components of the
circulation system, including but not limited to intersections, streets, highways and
freeways, pedestrian and bicycle paths, and mass transit;
• Conflict with an applicable congestion management program, including, but not limited to
level of service standards and travel demand measures, or other standards established by
the county congestion management agency for designated roads or highways;
• Result in a change in air traffic patterns, including either an increase in traffic levels or a
change in location that results in substantial safety risks (because the project site is not
located within an airport land use plan or within two miles of an airport, this topic is not
discussed further);
• Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous
intersections) or incompatible uses (e.g., farm equipment);
• Result in inadequate emergency access; or
• Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or
pedestrian facilities, or otherwise decrease the performance or safety of such facilities.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx(06/03/13) P UB%IL' REVIEW DRAFT 377
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
The following specific significance criteria, based on the CEQA Guidelines plus guidelines of the
City of Cupertino and surrounding jurisdictions, were used to evaluate the effects of the project on all
the analysis scenarios.
(1) Intersection Impact Criteria
Santa Clara County VTA and Santa Clara County Expressway Intersections
The LOS standard for CMP and expressway intersections is LOS E. Traffic impacts at CMP and
Expressway intersections would occur when the addition of traffic associated with implementation of
a project causes:
• Intersection operations to deteriorate from an acceptable level (LOS E or better) to an
unacceptable level (LOS F);
• Exacerbation of unacceptable operations by increasing the average critical delay by more
than 4 seconds and increasing the critical volume -to -capacity (V/C) ratio by 0.01 or more at
an intersection operating at LOS F; or
• The V/C ratio to increase by 0.01 or more at an intersection with unacceptable operations
(LOS F) when the change in critical delay is negative (i.e., decreases). This can occur if the
critical movements change.
Most jurisdictions defer to the CMP LOS standards for CMP intersections within their boundaries;
however, both the cities of Cupertino and San Jose strive to maintain their respective City standards at
CMP facilities.
Caltrans Intersections
Caltrans has identified a level of service objective of C/D (i.e. on the "cusp" or threshold between
level of service C and D) as the acceptable service level. Intersection impacts are defined to occur
when the addition of project traffic:
• Causes operations to deteriorate from an acceptable level (LOS C) to an unacceptable level
(LOS D or worse); or
• Causes the existing measure of effectiveness (average delay) to worsen at a State -operated
intersection operating worse than LOS C.
City of Cupertino, Santa Clara, Sunnyvale, San Jose and Saratoga Intersections
The cities of Cupertino, Santa Clara, Sunnyvale, San Jose, and Saratoga have established LOS D as
their LOS standard with the following exemptions:
• City of Cupertino: Stevens Creek Boulevard/Stelling Road (Int. 43), De Anza Boulevard/
Stevens Creek Boulevard (Int. 48), and De Anza Boulevard/Bollinger Road (Int. #10) have
a LOS E+ threshold, with no more than 60 seconds of weighted average control delay.
• City of Sunnyvale: LOS E threshold for all regionally significant corridors, including El
Camino Real and Sunnyvale -Saratoga Road,
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 378 O
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
• City of San Jose: Intersections within the Downtown area or on the protected intersection
list are exempt from the LOS D standard. No study intersections for the proposed project
meet this exemption.
• City of Saratoga: LOS E threshold for CMP intersections.
Traffic impacts at intersections in the above municipalities would occur when the addition of traffic
associated with implementation of a project causes:
• Intersection operations (except those on designated regionally significant roads) to
deteriorate from an acceptable level (LOS D or better, with LOS exceptions described
above) to an unacceptable level (LOS E or LOS F);
• Operations for designated regionally significant intersections to deteriorate from an
acceptable level (LOS E or better) to an unacceptable level (LOS F);
• Exacerbation of unacceptable operations by increasing the average critical delay by more
than 4 seconds and increasing the critical volume -to -capacity (V/Q ratio by 0.010 or more
at an intersection operating at LOS E or F (LOS F for regionally significant roads); or
• The V/C ratio to increase by 0.01 or more at an intersection with unacceptable operations
(LOS E or F) when the change in critical delay is negative (i.e., decreases). This can occur
if the critical movements change.
(2) Freeway Impact Criteria
The LOS standard for CMP freeway segments is LOS E. Traffic impacts on a CMP freeway segment
occur when the addition of project traffic causes:
• Freeway segment operations to deteriorate from an acceptable level (LOS E or better)
under Existing Conditions to an unacceptable level (LOS F); or
• An increase in traffic of more than 1 percent of the capacity of a segment that operates at
LOS F under Existing Conditions.
(3) Freeway Ramp Impact Criteria
Traffic impacts on freeway off -ramps would occur when the addition of traffic associated with
implementation of a project causes a hazardous condition by creating excessive queuing that extends
onto the freeway mainline.
(4) Pedestrian Impact Criteria
The General Plan for the City of Cupertino identifies existing pedestrian networks and identifies
improvements and/or related policies necessary to ensure that these facilities are safe and effective for
City residents. Using the General Plan as a guide, significant impacts to pedestrian facilities would
occur when a project or an element of a project:
• Creates a challenging condition that currently does not exist for pedestrians, or otherwise
interferes with pedestrian accessibility to the site and adjoining areas;
• Creates a substantial increase in demand for pedestrian facilities where none currently exist
or creates conditions that would lead to overcrowding on existing facilities;
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 379 q
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
• Conflicts with an existing or planned pedestrian facility; or
• Conflicts with policies related to pedestrian activity adopted by the City of Cupertino for its
pedestrian facilities in the study area.
(5) Bicycle Impact Criteria
The General Plan and Bicycle Transportation Plan for the City of Cupertino identify existing and
planned bicycle networks, and improvements and/or related policies necessary to ensure that these
facilities are safe and effective for City residents. Using the General Plan as a guide, significant
impacts to bicycle facilities would occur when a project or an element of a project:
• Creates a challenging condition that currently does not exist for bicyclists, or otherwise
interferes with bicycle accessibility to the site and adjoining areas;
• Creates a substantial increase in demand for bicycle facilities where none currently exist or
creates conditions that would lead to overcrowding on existing facilities;
• Conflicts with an existing or planned bicycle facility; or
• Conflicts with policies related to bicycle activity adopted by the City of Cupertino for
bicycle facilities in the study area.
(6) Transit Impact Criteria
Significant impacts to transit service would occur if the project or any part of the project:
• Creates a substantial increase in transit demand that could not be accommodated by
existing or planned transit capacity, measured by comparing the expected transit capacity
with the expected demand for transit service;
• Causes a substantial increase in delay to transit vehicles;
• Reduces transit availability or interferes with existing transit users on a permanent or
temporary basis; or
• Conflicts with transit policies adopted by the cities of Cupertino, Sunnyvale, San Jose,
Santa Clara, Saratoga, Santa Clara County, VTA, or Caltrans for their respective facilities
in the study area.
b. Impact Analysis. The following discussion describes the potential impacts of the proposed
project on the transportation and circulation system.
This section presents the transportation system changes that would occur as part of the project and the
method used to estimate the amount of traffic the project would add to the roadway system. The
traffic estimating method incorporates three steps: 1) trip generation, 2) trip distribution, and 3) trip
assignment. The first step estimates the amount of additional traffic that would be generated by the
project. The second step estimates the directions of travel to and from the project site. The new trips
are assigned to specific street segments and intersection turning movements during the third step.
Diverted trips due to the proposed closure of Pruneridge Avenue through the site are also identified.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 380
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
(1) Proposed Changes to the Transportation System. Apple would change the transporta-
tion system as part of the proposed project, as described below and in Chapter III, Project Descrip-
tion. The project would also include an expansion of Apple's TDM Program (see Table V.1-6).
However, for the purpose of this EIR, and to ensure that the project's potential effects on the local
and regional transportation system are fully and cautiously evaluated (and in recognition that specific
TDM expansion measures are being refined by Apple), an expanded TDM Program (beyond the
measures that are currently being provided and current trip reduction rates achieved with existing
TDM measures) is not assumed to be part of the project.
Roadway Modifications. Apple proposes to widen Wolfe Road and Tantau Avenue to
accommodate the increased traffic that would be generated by the project, and to narrow Pruneridge
Avenue east of Tantau Avenue to match recent modifications made to Pruneridge Avenue in the City
of Santa Clara. In addition, Apple proposes to widen the northbound and southbound I-280 off -ramps
at Wolfe Road. These proposed roadway changes are described below.
Wolfe Road. Apple proposes to make several changes to the roadway configuration of Wolfe
Road. The proposed configuration of Wolfe Road between Homestead Road and Stevens Creek
Boulevard are discussed below.
Homestead Road to Wolfe Road Access Point. North of the proposed Wolfe Road access point
into the project site, Wolfe Road consists of a southbound bike lane and three southbound through
lanes, a median, three northbound through lanes, and a northbound bike lane. With implementation of
the project, this segment of Wolfe Road would be widened to consist of a southbound bike lane and
three southbound through lanes, two southbound left -turn lanes turning into the main project entrance,
a median, and three northbound through lanes and a northbound bike lane. This proposed widening
would occur entirely on the east side of the roadway, within the City -owned right-of-way, and on
property owned by Apple within the project site.
Wolfe Road Access Point to Pruneridge Avenue. South of the proposed Wolfe Road access
point and north of Pruneridge Avenue, Wolfe Road consists of a southbound bike lane, three south-
bound through lanes, one southbound left -turn lane turning onto Pruneridge Avenue, three north-
bound through lanes and a northbound bike lane. With implementation of the project, this segment of
Wolfe Road would be widened to consist of a southbound bike lane, three southbound through lanes,
a southbound left -turn lane turning onto Pruneridge Avenue, a 15 -foot -wide median, three north-
bound through lanes, a northbound bike lane, and two northbound right -turn lanes turning onto the
main access point. This proposed widening would occur entirely on the east side of the roadway,
within the City -owned right-of-way, and on property owned by Apple within the project site.
Pruneridge Avenue to I-280 Northbound Ramps. South of Pruneridge Avenue to the I-280
ramps, Wolfe Road consists of a southbound bike lane and three southbound through lanes, a median,
two northbound left -turn lanes turning onto Pruneridge Avenue, two northbound through lanes, a
northbound bike lane, and a northbound right -turn lane turning onto Pruneridge Avenue. With imple-
mentation of the project, this segment of Wolfe Road would be widened to consist of a southbound
bike lane, three southbound through lanes, a median, two northbound left -turn lanes turning onto
Pruneridge Avenue, three northbound through lanes, a northbound bike lane, a fourth northbound
through lane, and a shared northbound through/right-turn lane turning onto Pruneridge Avenue. This
proposed widening would occur entirely on the east side of the roadway, within the City -owned right-
of-way, on property owned by The Hamptons, and on property owned by Caltrans.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 381
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
The proposed widening of Wolfe Road would include the removal of the triangular channelizing
islands on the east side of the intersection with Pruneridge Avenue, as well as the relocation of the
existing signal poles and replacement of the signal mast arms to accommodate lane realignment. The
northbound bike lane would be marked on the pavement between the three northbound through lanes
and the fourth northbound through lane approaching Pruneridge Avenue. A new combined sidewalk/
off street bike path and landscaping would be installed to the east of the curb on the east side of
Wolfe Road. The widening of Wolfe Road would require a land exchange with the owner of The
Hamptons. Under the exchange agreement, the owner of The Hamptons would convey to the City
approximately 11,500 square feet of land adjacent to the Wolfe Road frontage in exchange for a
similar amount of land that Apple owns adjacent to The Hamptons in Ridgeview Court, and/or other
compensation. A future lot line adjustment application would be filed with the City to complete the
transfer of land, if the land exchange is agreed to under the exchange agreement.
I-280 Overcrossing. On the I-280 overcrossing, Wolfe Road consists of a southbound shoulder
stripe, two southbound through lanes, a median, two northbound through lanes, and a northbound
shoulder stripe. With the implementation of the project, the southbound and northbound shoulder
stripes would be modified to standard bike lanes. The vehicular travel lanes in each direction of travel
and the median would remain the same. Apple proposes to add a northbound through lane starting
north of the I-280 northbound loop -on ramp; however this northbound through lane would not require
widening of the overcrossing.
The project would include no roadway changes between I-280 and Stevens Creek Boulevard along
Wolfe Road. Other changes that would be required by the widening of Wolfe Road include the
closure of the existing project site driveway and northbound bus turnout located on the east side of
Wolfe Road along the project site, north of the Pruneridge Avenue intersection, and the construction
of a new bus turnout near the main project entrance. In addition, utilities would be relocated.
Homestead Road. Homestead Road, mid -way between Wolfe Road and Tantau Avenue,
generally consists of one bike lane and two through lanes in each direction with a continuous two-
way left -turn lane. With implementation of the project, the continuous two-way left -turn lane would
be replaced with a 10 -foot -wide median, but the bike lane and two through lanes in each direction
would be retained. In addition, a pull-out for shuttle buses for fitness center drop offs is being
proposed to the east of the driveway for the Corporate Fitness Center.
Tantau Avenue. Apple also proposes to make several changes to the roadway configuration of
Tantau Avenue adjacent to the project site. In addition, a pull-out for private passenger vehicles and a
separate pull-out for public transit buses would be added in each direction (one set would be located
between Homestead Road and Pruneridge Avenue and one set would be located between Calabazas
Creek and I-280) along Tantau Avenue. These pull-outs are not intended for use by Apple's shuttle
buses.
North of Pruneridge Avenue. Tantau Avenue between Pruneridge Avenue and Homestead
Road consists of one bike lane and one through lane in each direction, with a continuous two-way
left -turn lane to provide left -turn access into and from the adjacent properties. With implementation
of the project, this segment of Tantau Avenue (which would be near the proposed Transit Center)
would be modified to include a southbound bike lane, a southbound through lane, a 14 -foot -wide
median, a northbound through lane, and a northbound bike lane. The median would have cuts to allow
left turn movements into and out of the Transit Center and to provide access to the driveways located
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 382
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
on the east side of Tantau Avenue. No additional right-of-way would be required, as the shared turn
lane would be removed and the southbound and northbound through lanes would be reduced from 14
feet in width to 12.5 feet in width.
South of Pruneridge Avenue. Tantau Avenue immediately south of Pruneridge Avenue consists
of one bike lane and one through lane in each direction, with a continuous two-way left -turn lane to
provide left -turn access into and from the adjacent properties. With implementation of the project,
this segment of Tantau Avenue would be modified to include a southbound bike lane, a southbound
through lane, an 11 -foot -wide median, a northbound through lane, a northbound bike lane, and a
northbound right -turn lane onto Pruneridge Avenue.
North of the Proposed Secondary Employee Access. Tantau Avenue immediately north of the
proposed secondary employee access consists of one bike lane and one through lane in each direction,
with a shared center turn lane to provide left -turn access into and from the adjacent properties. With
implementation of the project, this segment of Tantau Avenue would be widened to include a
southbound bike lane, two southbound through lanes, a southbound left -turn lane (to the Phase 2
buildings north of Calabazas Creek), one northbound through lane, and one northbound bike lane.
This proposed widening would occur entirely within the City -owned right-of-way, and on property
owned by Apple within the project site.
Over Calabazas Creek. Tantau Avenue between the secondary employee entrance to the main
campus and the employee entrance to the Phase 2 buildings east of Tantau Avenue and south of
Calabazas Creek, consists of one bike lane and one through lane in each direction, with a shared
center turn lane to provide left -turn access into and from the adjacent properties. With implementation
of the project, this segment of Tantau Avenue would be modified to include an off-street pedestrian/
bike path in each direction, two southbound through lanes, two northbound left -turn lanes into the
main campus, and one northbound shared through/right-turn lane (to the Phase 2 buildings north of
Calabazas Creek).
North of the Signalized Phase 2 Entrance, South of Calabazas Creek. The segment of Tantau
Avenue, between the employee entrance to the Phase 2 buildings east of Tantau Avenue, south of
Calabazas Creek, and the signalized Phase 2 entrance south of the creek, consists of one bike lane and
one through lane in each direction, with a shared center turn lane to provide left -turn access into and
from the adjacent properties. With implementation of the project, this segment of Tantau Avenue
would be widened to consist of one southbound bike lane, one southbound shared through/right-turn
lane, one southbound through lane, one southbound left -turn lane (to the Phase 2 buildings south of
Calabazas Creek), two northbound through lanes ,and one northbound bike lane. This proposed
widening would occur entirely within the City -owned right-of-way, and on property owned by Apple
within the project site.
South of the Signalized Phase 2 Entrance, South of Calabazas Creek. The segment of Tantau
Avenue, immediately south of the signalized Phase 2 entrance south of Calabazas Creek, consists of
one bike lane and one through lane in each direction, and a northbound left -turn lane. With imple-
mentation of the project, this segment of Tantau Avenue would be widened to consist of a southbound
bike lane, two southbound through lanes, one northbound left -turn lane (to the Phase 2 buildings
south of Calabazas Creek), one northbound through lane, a northbound shared through/right-turn lane
to the Phase 2 buildings south of Calabazas Creek, and a northbound bike lane. This proposed
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 383
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
widening would occur entirely within the City -owned right-of-way, and on property owned by Apple
within the project site.
Over I-280. The Tantau Avenue bridge over I-280 consists of one bike lane, two through lanes
in each direction, and a sidewalk on the east side of the street. With implementation of the project,
this segment of Tantau Avenue would be modified to include a bike lane, two through lanes, and
sidewalks on both sides of the bridge.
Pruneridge Avenue. Apple also proposes to make the following changes to Pruneridge Avenue
as part of the project.
Between Wolfe Road and Tantau Avenue. Pruneridge Avenue would terminate approximately
700 feet east of Wolfe Road. The remaining segment of Pruneridge Avenue within the project site, up
to the intersection with Tantau Avenue, would be vacated. The segment that would provide access to
The Hamptons currently consists of one eastbound bike lane, two eastbound through lanes, and a
continuous two-way left -turn lane, two westbound through lanes, one westbound bike lane. With
implementation of the project, this section of Pruneridge Avenue would be reduced to one through
lane and a bike lane in each direction.
At the intersection of Wolfe Road and Pruneridge Avenue, there is currently an eastbound bike lane,
two eastbound through lanes, two westbound left turn lanes, one westbound bike lane, one westbound
through lane, and one westbound right turn lane. This configuration would be modified to one
eastbound bike lane, one eastbound through lane, a westbound left turn lane, a westbound bike lane
and a westbound shared through/right-turn lane.
East of Tantau Avenue. As noted above, Apple proposes to remove the west leg of Pruneridge
Avenue at its intersection with Tantau Avenue. The removal would require modifications to signal
poles, mast arms, and signal heads, and reconfiguration of the east leg of Pruneridge Avenue at the
intersection. The east leg of Pruneridge Avenue consists of a westbound bike lane, two westbound
through lanes, a westbound left -turn lane onto Tantau Avenue, two eastbound through lanes, and one
eastbound bike lane. The east leg of Pruneridge Avenue would be narrowed to include a westbound
right -turn lane, a westbound bike lane, a westbound left -turn lane, a 13 -foot -wide median, an
eastbound through lane, and an eastbound bike lane. These changes would be made to connect to the
roadway modifications made by the City of Santa Clara to the east of the City of Cupertino boundary
along Pruneridge Avenue.
Freeway Ramps. To reduce the impact of increased traffic volumes exiting I-280, Apple
proposes to widen both the northbound and southbound I-280 off -ramps at Wolfe Road to accommo-
date two lanes on the ramps, starting from the freeway main line. Further, Apple proposes to add a
lane on the northbound I-280 off ramp approach to Wolfe Road. This proposed widening would
require approval by Caltrans. Because Caltrans approval of the proposed widening cannot be guaran-
teed by the City of Cupertino (the lead agency), the widening is not assumed as part of the traffic
analysis in this section.
Figures III -17a through III -17f show the proposed changes to roads around the site.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 384
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Transit Infrastructure Modifications. Other changes to transit facilities that would result
from the project include the closure of the existing driveway and bus turnout located on the east side
of Wolfe Road, north of the Pruneridge Avenue intersection, and the construction of a new bus
turnout north of the main project entrance. On the west side of Wolfe Road, there are currently two
bus stops between Pruneridge Avenue and Homestead Road. With implementation of this project,
these bus stops would be consolidated into one location, north of Pruneridge Avenue, between the
two existing bus stops. In addition, new bus turnouts would be provided on Tantau Avenue between
Homestead Road and Vallco Parkway. Specifically, new bus turnouts would be provided on Tantau
Avenue in the southbound direction just south of Homestead Road and in both directions of travel just
south of Pruneridge Avenue. In addition, two pull-outs for private and transit passenger vehicles
would be added in each direction along Tantau Avenue (one set would be located between Homestead
Road and Pruneridge Avenue and one set would be located between Calabazas Creek and I-280).
Bicycle and Pedestrian Infrastructure Modifications. The project would include the changes
to the bike and pedestrian environment on roadways surrounding the project site listed below. These
changes would be implemented adjacent to property owned by Apple, in coordination with other
adjacent property owners, consistent with existing development, financial, and other public
improvement obligations, and in accordance with approved plans. Figure III -19 shows the existing
and proposed bike and pedestrian environment in the vicinity of the site. Figures III -20a through III -
20f provide detailed plans of bike facilities along the roadways surrounding the project site.
Tantau Avenue
• Provide a fully landscaped median from north of Calabazas Creek to Homestead Road
(where space permits).
• Provide fully detached sidewalks on both sides of Tantau Avenue between I-280 and
Homestead Road, except where determined to be infeasible by the City (due to property
owner objections or other issues).
• Provide fully detached sidewalks on both sides of Tantau Avenue between the I-280 bridge
and Vallco Parkway.
• Provide sidewalks and bicycle lanes on both sides of the Tantau Avenue bridge across I-
280 (currently there is a sidewalk only on one side).
• Restripe and/or provide enhanced colored bike lanes on both sides of the street.
• Link sidewalks along Tantau Avenue and Vallco Parkway, from Calabazas Creek at Tantau
Avenue to Calabazas Creek at Vallco Parkway, using specialty paving, signage, and/or
other way -finding features. This change would provide an alternate to a planned route
along Calabazas Creek.
• Reduce the number of curb cuts and left -turn lanes.
• Create a distinctive entry to the project site from Tantau Avenue, with architectural
elements and landscaping.
• Provide enhanced paving, pedestrian -scale lighting, and enhanced fencing on the 1-280
overpass on Tantau Avenue, subject to City and Caltrans approval.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 385
LSA ASSOCIATES, INC.
JUNE 2015
Wolfe Road
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
• Replace existing fully detached sidewalks where they currently exist and provide fully
detached sidewalks where such sidewalks are missing, from I-280 to Homestead Road
(where permitted by existing trees and topography).
• Establish a northbound off-street bike path, in addition to an on -street bike lane from
approximately 250 feet south of the Pruneridge Avenue/Wolfe Road intersection to the
main employee entrance.
• Enhance the landscape buffer along the street.
• Restripe and/or provide colored bike lanes on both sides of the street.
• Provide enhancements at the Wolfe Road overpass over I-280, including: enhanced paving,
guardrails, pedestrian -scale lighting, and decorative fencing, subject to City and Caltrans
approval.
Homestead Road
• Reduce the number of curb cuts and left -turn lanes.
• Provide entry/exit points for employee bike and pedestrian access to the project site.
• Restripe and/or provide colored bike lanes on both sides of the street.
• Provide intersection markings to facilitate bicycle left turns from westbound Homestead
Road to southbound Tantau Avenue.
• Provide a planted median.
Vallco Parkway:
• Provide fully detached sidewalks between Tantau Avenue and Wolfe Road along the
northern side of the street.
• Restripe and/or provide enhanced bike lanes on both sides of the street.
• Coordinate with the City and existing landowners on road markings, signage, crosswalk
enhancements, and median relocation.
• Continue the alternate creek trail route to Calabazas Creek, with special planting, signage,
and fencing where the creek intersects Vallco Parkway.
One major component of the proposed project is the closure of Pruneridge Avenue between Tantau
Avenue and The Hamptons apartment community, located at the southeast corner of the Wolfe
Road/Pruneridge Avenue intersection. This closure would eliminate an approximately 0.5 -mile
segment of Pruneridge Avenue to public access. Following is a description of the intersection
geometries at the Wolfe Road and Tantau Avenue intersections with Pruneridge Avenue to account
for the roadway closure.
Pruneridge Avenue between Wolfe Road and Tantau Avenue is currently a four -lane roadway with
Class II bike lanes and sidewalks. With the proposed closure, only the 700 feet east of Wolfe Road
would remain open to provide public access to The Hampton apartment community. Based on counts
collected at the Hampton's driveway, the apartment complex generates approximate 140 AM and 160
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 386
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
PM peak -hour trips. The traffic related to the apartment complex does not warrant a four -lane facility;
thus the remaining 700 feet of Pruneridge Avenue is proposed to be narrowed to two travel lanes plus
sidewalks and Class II bike lanes. Bicyclists and pedestrians exiting the project site to Wolfe Road
could use Pruneridge Avenue via the visitor lot exit located opposite The Hamptons' driveway.
With the closure of Pruneridge Avenue west of Tantau Avenue, the roadway geometries on Tantau
Avenue would be modified to eliminate the southbound right -turn lane and the northbound left -turn
lane. In addition, the east leg of Pruneridge Avenue would be narrowed to one travel lane in each
direction to align with the roadway narrowing project implemented in the City of Santa Clara. The
westbound approach of the Tantau Avenue/Pruneridge Avenue intersection would be modified to
have one right -turn lane and one left -turn lane, eliminating the eastbound through lane on Pruneridge
Avenue.
(2) Trip Generation Estimates. To estimate the number of added vehicle trips due to the
proposed project, trip generation rates derived from traffic counts collected at Apple's existing
Infinite Loop and Mariam campus in Cupertino (referred to as the Infinite Loop campus in the
remainder of this section) were used. The Institute of Transportation Engineers (ITE) recommends
that local data for similar uses be used if possible.
Apple -Specific Trip Generation Rates. In May 2011, Fehr & Peers collected trip generation
data at Apple's Infinite Loop campus and the buildings south of Mariam Avenue. This was accom-
plished by conducting driveway counts at all seven driveways, which produced trip rates based on the
number of daily trips, AM peak hour trips, and PM peak hour trips per 1,000 square feet of building
space and per employee. In May 2011, the Infinite Loop campus and the buildings south of Mariani
Avenue contained 4,199 employees and 1,165,967 square feet of building space, yielding an
employee density of 3.60 employees per 1,000 square feet. This density is lower than the proposed
employee density for the proposed project (4.15 employees per 1,000 square feet). Therefore trip rates
based on employees were used in this analysis, rather than employee density, to ensure that potential
impacts are not under -estimated. A detailed memorandum outlining the data collected at the existing
Apple campus and a comparison of the rates by employee and building space is included in Appendix
G of Appendix B.
Apple's trip generation rates are 3.59, 0.32, and 0.33 trips per employee for the daily, AM peak hour,
and PM peak hour periods, respectively. These rates were applied to the proposed project to estimate
the proposed project's trip generation.
Net New Trips. At buildout and full occupancy, the proposed project is expected to contain
14,200 employees on-site, compared to approximately 4,844 employees that work at the site today (of
the project site's existing employee capacity of 9,800). The analysis determines the number of new
trips by using the existing employee base, not the employee capacity if buildings on the site were
fully occupied. To estimate net new trips for the project scenarios, Fehr & Peers subtracted the
number of vehicle trips generated by the existing uses from the number of trips estimated for the
14,200 employees. Fehr & Peers collected driveway counts at the project site to determine the site's
existing trip generation and applied the Apple -specific trip generation rates to estimate trip generation
for the projected 14,200 employees. As shown in Table V.I-8, the project is estimated to generate
35,106 net new daily vehicle trips, 3,274 net new AM peak hour trips (2,890 inbound and 384
outbound trips), and 3,099 net new PM peak hour trips (796 inbound and 2,303 outbound trips).
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 387
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-8: Trip Generation
Land Use
Employees
Daily
AM Peak Hour
PM Peak Hour
Rate
Tris
Rate
In
Out
Total
Rate
In
Out
Total
Proposed Apple
Campus 2b
14,200
3.59
50,978
0.32
3,953
591
4,544
0.33
1,031
3,655
4,686
Existing Uses
On -Site°
4,844
3.28
(15,872)d
0.26
(1,063)
(207)
(1,270)
0.38
(235)
(1,352)
(1,587)
New Vehicle Trips
—
35,106
—
2,890
384
3,274
—
796
2,303
3,099
Notes:
a Rate per employee
b Trip generation estimates for the proposed campus were developed based on trip rates derived from surveys at Infinite
Loop campus and the buildings south of Mariam Avenue by Fehr & Peers, May 2011.
Trip generation estimates for the existing site were developed based on project site driveway counts conducted in August
2011 and factored up to estimate May 2011 values.
d Daily trips estimated based on AM and PM peak hour trips representing 18 percent of daily trips.
Source: Apple Headquarters Campus Transportation Study, Fehr & Peers, July 2011.
TDM Reductions. The Santa Clara Valley VTA is the congestion management agency for
Santa Clara County. In VTA's Transportation bnpactAnalysis Guidelines (updated March 2009),
reductions in the number of trips generated by a project can be applied for projects with qualifying
TDM programs. The trip generation rates used in this transportation analysis account for existing
TDM participation and the resulting mode split of approximately 28 percent shuttle use, carpooling,
and bicycling. Although Apple is contemplating the expansion of its current TDM Program to reduce
the number of single vehicle occupancy trips (beyond the expansion proposed to serve new
employees), the specifics of the added elements are currently under development. Therefore this
analysis does not include additional trip reductions due to the proposed expansion of the TDM
Program.
Diverted Trips Due to the Closure of Pruneridge Avenue. With the closure, vehicles
currently traveling on Pruneridge Avenue between Wolfe Road and Tantau Avenue would be
required to detour around the project site. The detour path along Wolfe Road, Homestead Road, and
Tantau Avenue is approximately 1.1 miles in length and represents a 0.6 -mile detour (1.1 -mile new
path minus the 0.5 -mile existing path). There are generally three types of trips that would be diverted
with the proposed closure:
• Through trips with no destination on Pruneridge Avenue between Wolfe Road and Tantau
Avenue would be diverted around the project site.
• Trips accessing the project site would be diverted to proposed new driveways on Wolfe
Road and Tantau Avenue.
• Trips traveling to and from the east to The Hamptons apartment community would be
diverted since existing trips from the west would not be affected by the road closure.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportatioadocx (06/03/13) P UB%IL' REVIEW DRAFT 388
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
To estimate the number of diverted vehicles for each of the three trip types, Fehr & Peers conducted
origin and destination (OD) surveys13 in August 2011 at the intersections of Wolfe Road/Pruneridge
Avenue and Tantau Avenue/Pruneridge Avenue. Fehr & Peers also conducted counts at The
Hamptons apartment community driveway in November 2011 to determine the trip generation and
distribution characteristics of the apartment complex so that the apartment's trips to/from the east
could be re -assigned. The OD survey results were used to determine the percentage of vehicles that
travel on Pruneridge Avenue through the project site versus those that access the existing office uses
north and south of Pruneridge Avenue. This analysis showed that approximately 60 percent (after
taking into account trips from The Hamptons apartment community) of the vehicles on Pruneridge
Avenue travel through the site and would be diverted to alternate routes with the proposed road
closure. The remaining 40 percent of the trips access the existing office uses and would be re-
assigned to the proposed project driveways. 14
Trip Distribution and Assignment. The distribution of project trips on the roadway system is
primarily based on the relative distribution of existing Apple employee residence locations, as many
employees would be traveling between their homes and the proposed project during the AM and PM
peak hours. Apple provided Fehr & Peers with information regarding the residence locations of its
employees at the Infinite Loop campus and the buildings south of Man am Avenue. It is assumed that
the proposed project would have a similar distribution of employee residence locations, as the
characteristics of the Apple Campus 2 employees would likely mirror those of employees at the
Infinite Loop campus and the buildings south of Mariam Avenue. The employee residence infor-
mation was thus used as the basis for the trip distribution pattern. The resulting trip distribution
pattern is shown on Figure V.I-7.
The project trips were assigned to the roadway network based on the trip distribution pattern dis-
cussed above. Figure C-2 in Appendix B shows the AM and PM peak -hour project trips assigned to
each turning movement at the study intersections.
Existing Plus Project Conditions. The operations of the study intersections and freeway
segments under Existing Plus Project Conditions are discussed below.
Existing Plus Project Traffic Volumes. As presented in the trip generation table (Table V.I-8),
the project is estimated to generate 3,274 net new AM peak hour trips and 3,099 net new PM peak
hour trips. The net new trips (Figure C-2 in Appendix B) were added to the Existing Conditions
traffic volumes (Figure C-1 in Appendix B) to develop traffic volumes for Existing Plus Project
Conditions. The resulting volumes are shown on Figure C-3 in Appendix B.
Existing Plus Project Roadway Improvements. The roadway changes proposed as part of the
project and discussed above are included under Existing Plus Project Conditions. These include
modifications to the Wolfe Road intersections with the 4211-280 Northbound ramp, 420 Pruneridge
13 Origin -Destination surveys can be used to estimate the amount of through traffic in a particular area. They involve
recording the license plates of vehicles at the entrances and exits and matching the plates to determine the number and
percentage of vehicles traversing the area.
14 The remaining 40 percent of trips include Apple and Hewlett Packard (HP) employees. For the purpose of this
analysis it was assumed that HP employees traveling to and from the site would be replaced by Apple employees as the
project develops.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 389
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Avenue, and 419 Wolfe Road/Project Access driveway, as well as modifications to the 428 Tantau
Avenue/Pruneridge Avenue, 429 Tantau Avenue/Project Access, and 430 Tantau Avenue/Tandem
intersections. For all other intersections the existing roadway network was used to analyze Existing
Plus Project Conditions.
Existing Plus Project Intersection Levels of Service. Intersection levels of service were
calculated with the net new traffic added by the proposed project to evaluate the operating conditions
of the intersections and to identify potential impacts to the roadway system. The results of the LOS
analysis for Existing Plus Project Conditions are graphically shown on Figure V.I-8. The correspond-
ing calculation sheets are in Appendix B of Appendix B. Appendix D (Table D-2) of Appendix B
contains a detailed LOS summary table, and Appendix C of Appendix B includes a figure (Figure C-
3) with the intersection lane configurations, signal timings, and peak -hour turning movement volumes
used to calculate the levels of service for the key intersections.
Table V.I-9 identifies the LOS of intersections that would operate unacceptably under Existing Plus
Project Conditions. The results for Existing Conditions are included for comparison purposes, along
with the projected increases in critical delay and critical volume -to -capacity (V/C) ratio. Critical
delay represents the delay associated with the critical movements of the intersection, or the move-
ments that require the most "green time" and have the greatest effect on overall intersection opera-
tions. The changes in critical delay and critical V/C ratio between Existing and Existing Plus Project
Conditions are used to identify significant impacts.
The results of the LOS calculations indicate that all study intersections would operate at acceptable
service levels (generally LOS D or better for City intersections and LOS E or better for CMP and
regionally significant intersections) under Existing Plus Project Conditions, with the exception of the
following locations:"
Int. 21. Wolfe Road/I-280 Northbound Ramp (Cupertino): the addition of project traffic
would degrade intersection operations from acceptable LOS B to unacceptable LOS
E during the AM peak hour.
Int. 31. Tantau Avenue/Vallco Parkway (Cupertino): the addition of project traffic would
degrade intersection operations from acceptable LOS C to unacceptable LOS E+
during the AM peak hour.
Int. 36. Stevens Creek Boulevard/Calvert Drive/I-280 Ramps (west) (CMP): the addition of
project traffic would degrade intersection operations from acceptable LOS D to
unacceptable LOS F during the PM peak hour.
Int. 52. Stevens Creek Boulevard/San Tomas Expressway (CMP): the addition of project
traffic would exacerbate unacceptable LOS F operations during the PM peak hour
15 Parentheses indicate the jurisdiction within which the LOS impacts are assessed.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 390
L S A FIGURE V.I-7
.1111ICAIF Apple Campus 2 Project EIR
SOURCE: FEHR& PEERS, MARCH 4,2013. Project Trip Distribution
I:ACOC1101 Apple Campus 21figures\EIR\Fig_VI7.ai (3/13/2013)
/ 50D -'i
� ED
I
ineridge Ave --J
51 C-
D
D D+
2k BI
52 D-
D
D IIS 4i_.
LSA
Y
NOT TO SCALE
SOURCE: FEHR & PEERS, MAY, 2013.
I:ACOC1101 Apple Campus 21,figures\Fig VI8.ai (6/3/2013)
FIGURE V.I-8
Apple Campus 2 Project EIR
Existing Plus Project Intersection LOS Results
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-9: Levels of Service for Intersections Operating Unacceptably under Existing
Plus Project Conditions
Notes:
a AM = morning peak hour; PM = afternoon peak hour
b Intersection Jurisdictions: CUP = City of Cupertino Intersection (LOS D threshold); CMP = CMP Intersection (LOS E
threshold)
Whole intersection weighted average control delay expressed in seconds per vehicle
d LOS = Level of Service
Change in the critical volume -to -capacity ratio (V/C) between Existing and Existing Plus Project Conditions
f Change in critical movement delay between Existing and Existing Plus Project Conditions
g It should be noted that the delay would improve during the PM peak hour due to the project proposed improvement on the
eastbound approach of the intersection (convert eastbound through lane to shared left-turn/through lane).
Bold indicates unacceptable intersection operations. Bold and highlighted indicates significant impacts.
Source: Fehr & Peers, May 2013.
The addition of project traffic would exacerbate unacceptable LOS F operations at the intersection of
Stevens Creek Boulevard/San Tomas Expressway in the PM peak hour under Existing Plus Project
Conditions. However, the critical delay is not projected to increase by more than 4 seconds (2.8
seconds) and the critical V/C ratio is not projected to increase by more than 0.01 (0.007) between the
Existing and Existing Plus Project scenarios; therefore the project is considered to have a less -than -
significant impact at the Stevens Creek Boulevard/San Tomas Expressway intersection based on
VTA's impact criteria.
The proposed project would result in significant intersection impacts under Existing plus Project
Conditions, as discussed below.
The project would exacerbate unacceptable conditions or cause unacceptable operating conditions at
the following intersections, and these changes would be considered a significant impact.
Int. 21. Wolfe Road/I-280 Northbound Ramps (Cupertino)
Int. 31. Tantau Avenue/Vallco Parkway (Cupertino)
Int. 36. Stevens Creek Boulevard/Calvert Drive/I-280 Ramps (west) (CMP)
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportatioadocx (06/03/13) P UB%IL' REVIEW DRAFT 393
Existing
Existing Plus
Conditions
Project Conditions
Change
Change
Inter-
Peak
section
in Crit.
in Crit.
Intersection
Hour
Jurisdictions
Control
Delaye
LOSd
Delaye
LOSd
V/Ce
Delay'.
21
Wolfe Road/1-280
AM
CUP
Signal
12.8
B
61.7
E
+0.376
+69.7
Northbound Ram
PM
13.4
B
26.0
C
+0.124
+16.5
Taman Avenue/
AM
24.1
C
55.1
E+
+0.454
+48.8
31
Vallco Parkwa g
PM
CUP
Signal
27.8
C
23.5
C
+0.149
1 -6.1
Stevens Creek
36
Boulevard/Calvert
AM
CMP
Signal
g
27.6
C
27.1
C
+0.116
-3.9
Drive/1-280 Ramps
PM
44.1
D
85.5
F
+0.207
+78.5
(West)
Stevens Creek
52
Boulevard/San
AM
CMP
Signal
51.2
D-
51.5
D-
+0.004
+0.5
PM
80.5
F
82.0
F
+0.007
+2.8
Tomas Expressway
Notes:
a AM = morning peak hour; PM = afternoon peak hour
b Intersection Jurisdictions: CUP = City of Cupertino Intersection (LOS D threshold); CMP = CMP Intersection (LOS E
threshold)
Whole intersection weighted average control delay expressed in seconds per vehicle
d LOS = Level of Service
Change in the critical volume -to -capacity ratio (V/C) between Existing and Existing Plus Project Conditions
f Change in critical movement delay between Existing and Existing Plus Project Conditions
g It should be noted that the delay would improve during the PM peak hour due to the project proposed improvement on the
eastbound approach of the intersection (convert eastbound through lane to shared left-turn/through lane).
Bold indicates unacceptable intersection operations. Bold and highlighted indicates significant impacts.
Source: Fehr & Peers, May 2013.
The addition of project traffic would exacerbate unacceptable LOS F operations at the intersection of
Stevens Creek Boulevard/San Tomas Expressway in the PM peak hour under Existing Plus Project
Conditions. However, the critical delay is not projected to increase by more than 4 seconds (2.8
seconds) and the critical V/C ratio is not projected to increase by more than 0.01 (0.007) between the
Existing and Existing Plus Project scenarios; therefore the project is considered to have a less -than -
significant impact at the Stevens Creek Boulevard/San Tomas Expressway intersection based on
VTA's impact criteria.
The proposed project would result in significant intersection impacts under Existing plus Project
Conditions, as discussed below.
The project would exacerbate unacceptable conditions or cause unacceptable operating conditions at
the following intersections, and these changes would be considered a significant impact.
Int. 21. Wolfe Road/I-280 Northbound Ramps (Cupertino)
Int. 31. Tantau Avenue/Vallco Parkway (Cupertino)
Int. 36. Stevens Creek Boulevard/Calvert Drive/I-280 Ramps (west) (CMP)
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportatioadocx (06/03/13) P UB%IL' REVIEW DRAFT 393
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -1: Under Existing plus Project Conditions, completion of the proposed project
would cause intersection #21 Wolfe Road/I-280 Northbound Ramps to operate at an unaccepta-
ble level (change from LOS B to LOS E) during the AM peak hour based on City of Cupertino
LOS standards. (S)
Mitigation Measure TRANS -1: As part of the project, the project sponsor would construct an
additional westbound lane at intersection 421 Wolfe Road/I-280 Northbound Ramps to provide
for dual left -turn and dual right -turn lanes. With the additional lane, the intersection would
operate at acceptable LOS B (17.1 seconds) during the AM peak hour. However, the off -ramp
intersection is under Caltrans jurisdiction. Therefore, neither the project sponsor nor the City of
Cupertino can ensure the implementation of the proposed mitigation measure; thus the impact
is considered significant and unavoidable. (SU)
Impact TRANS -2: Under Existing plus Project Conditions, completion of the proposed project
would cause intersection #31 Tantau Avenue/Vallco Parkway to operate at an unacceptable
level (change from LOS C to LOS E+) during the AM peak hour based on City of Cupertino
LOS impact thresholds. (S)
Mitigation Measure TRANS -2: At intersection 431 Tantau Avenue/Vallco Parkway, the project
sponsor shall construct an exclusive northbound through lane (for a total of one left -turn lane,
one through lane, and one shared through/right-turn lane), and a receiving lane on the north side
of the intersection which would improve intersection operations to acceptable LOS C (26.1
seconds).
The proposed mitigation measure could have secondary impacts to the trees along the east side
of Tantau Avenue. The roadway would need to be widened to the east, to provide for a bike
lane to the right of the travel lane and the sidewalk adjacent to the bike lane. Secondary impacts
associated with the removal of trees that are protected under the City of Cupertino's Tree
Protection Ordinance could occur with the identified mitigation measure. Impacts BIO -1 and
BIO -3 in Section V.D, Biological Resources in DEIR addresses these potential secondary
impacts. (LTS)
Impact TRANS -3: Under Existing plus Project Conditions, completion of the proposed project
would cause intersection #36 Stevens Creek Boulevard/Calvert Drive/I-280 Ramps (west) to
operate at an unacceptable level (change from LOS D to LOS F) during the PM peak hour
based on CMP guideline. (S)
Mitigation Measure TRANS -3: At intersection 436 Stevens Creek Boulevard/Calvert Drive/I-
280 Ramps (west), the project sponsor shall construct an exclusive eastbound right -turn lane
(for a total of three through lanes and one right -turn lane) and provide an eastbound right -turn
overlap phase. This would improve intersection operations to acceptable LOS E+. To accom-
modate the added lane the existing buffer between the roadway and sidewalk would need to be
eliminated and the sidewalk pushed closer to the existing fence on the south side of Stevens
Creek Boulevard. This mitigation measure would also require relocation of an existing
streetlight, fire hydrant, and utility pole.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 394
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
This intersection is a CMP intersection and is located within the City of Santa Clara. It is also
under Caltrans jurisdiction. The project sponsor would be required to coordinate with the City
of Santa Clara and Caltrans to construct the identified physical improvement at the Stevens
Creek Boulevard/Calvert Drive/I-280 Ramp (west) intersection. Since this intersection is
outside of the City of Cupertino's jurisdiction, the City cannot guarantee that the improvement
would be constructed. For this reason the impact would remain significant and unavoidable.
(SU)
Existing Plus Project Freeway Seginent Levels of Service. Freeway segments of I-280 and SR
85 were analyzed during the AM and PM peak hours to assess the amount of project traffic projected
to be added and the effects on freeway operations. All of the study segments have HOV lanes, also
known as carpool or diamond lanes. However, no project trips were assigned to the HOV lanes on the
I-280 segments immediately adjacent to the Wolfe Road ramps or to the SR 85 segments immediately
adjacent to the I-280 interchange, since project trips would have merged into the mixed -flow lanes in
these segments to access Wolfe Road or I-280 interchanges, respectively. Project trips were assigned
to HOV lanes in all other freeway segments (with HOV lanes) based on the percentage of total
freeway volume in the HOV lanes as measured by the VTA in its 2011 Monitoring and Conformance
Report. The HOV percentages generally range between 5 percent and 40 percent, although a maxi-
mum HOV allocation of 15 percent was applied based on VTA guidelines.
Table V.I-10 presents the estimated number of trips added to the freeway segments under Existing
Plus Project Conditions, the estimated vehicle densities, and the resulting levels of service. The same
mainline and HOV freeway segments identified to operate at unacceptable LOS F under Existing
Conditions are projected to continue to operate deficiently with the addition of project traffic. The
addition of project traffic is estimated to deteriorate the level of service from an acceptable service
level to unacceptable LOS F on the northbound I-280 HOV segment between Lawrence Expressway/
Stevens Creek Boulevard and Saratoga Avenue during the AM peak hour. The project's percentage
impact, or added project volume as a percent of the segment's capacity, is also shown in Table V.I-
10. The project would result in a significant impact to segments operating at LOS F if its added traffic
is 1 percent or more of that segment's capacity.
The project would add greater than 1 percent of traffic to ten mixed flow segments and one HOV
freeway segment operating at LOS F, and therefore this impact would be significant.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 395
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-10: Existing Plus Proiect Freewav Segment Levels of Service
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 396
Peak
Capacity
Existing Conditions Existing Plus Project Conditions
Freeway Segment
Directions
Hourb
v h `
Density" LOS' Tris Density LOS % Impact'
Mixed -Flow Lanes
NB
AM
6,900
62
F
107
63
F
1.55
I-280 - Foothill
PM
24
C
439
26
C
6.36
Expressway to SR 85
AM
2626
C
534
29
D
7.74
SB
PM
,
70
F
178
72
F
2.58
NB
AM
6,900
57
E
136
58
E
1.97
I-280 - SR 85 to De
PM
29
D
672
32
D
9.74
Anza Boulevard
AM
24
C
831
28
D
12.04
SB
PM
6,900
81
F
245
85
F
3.55
AM
57
E
135
58
E
1.96
I-280 - De Anza
NB
PM
6,900
31
D
705
35
D
10.22
Boulevard to Wolfe Road
AM
2929
D
850
33
D
12.32
SB
PM
,
97
F
269
103
F
3.90
I-280 -Wolfe Road to
NB
AM
6,900
62
F
382
66
F
5.54
PM
32
D
106
33
D
1.54
Lawrence Expressway/
Stevens Creek Boulevard
SB
AM
6,900
25
C
67
25
C
0.97
PM
63
F
411
67
F
5.96
I-280 - Lawrence
NB
AM
6,900
67
F
785
76
F
11.38
Expressway/Stevens
PM
29
D
225
30
D
3.26
Creek Boulevard to
AM
28
D
100
29
D
1.45
Saratoga Avenue
SB
PM
6,900
77
F
623
86
F
9.03
NB
AM
6,900
76
F
728
87
F
10.55
I-280 - Saratoga Avenue
PM
34
D
247
35
D
3.58
to Winchester Boulevard
AM
3636
D
94
37
D
1.36
SB
PM
,
51
E
578
56
E
8.38
SR 85 - Winchester
NB
AM
4,600
69
F
240
74
F
5.22
PM
27
D
62
27
D
1.35
Boulevard to Saratoga
Avenue
SB
AM
4,600
30
D
29
30
D
0.63
PM
54
E
190
57
E
4.13
NB
AM
4,600
32
D
48
32
D
1.04
SR 85 -Saratoga Avenue
PM
21
C
12
21
C
0.26
to De Anza Boulevard
AM
23
C
5
23
C
0.11
SB
PM
4,600
65
F
38
66
F
0.83
AM
47
E
0
47
E
0.00
SR 85 -De Anza
NB
PM
4,600
18
B
0
18
B
0.00
Boulevard to Stevens
Creek Boulevard
SB
AM
4,600
19
C
0
19
C
0.00
PM
94
F
0
94
F
0.00
NB
AM
4,600
109
F
28
110
F
0.61
SR 85 -Stevens Creek
PM
19
C
7
19
C
0.15
Boulevard to I-280
AM
15
B
3
12
B
0.04
SB
PM
6,900
85
F
22
68
F
0.32
NB
AM
4,600
94
F
31
114
F
0.67
SR 85 -I-280 to West
PM
15
B
223
20
C
4.85
Homestead Road
AM
14
B
282
16
B
6.13
SB
PM
4,600
25
C
72
26
C
1.57
SR 85 -West Homestead
NB
AM
4,600
89
F
26
90
F
0.57
PM
26
C
202
28
D
4.39
Road to West Fremont
Avenue
SB
AM
4,600
25
C
240
27
D
5.22
PM
53
E
61
54
E
1.33
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 396
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-10: Existing Plus Project Freeway Segment Levels of Service
Notes:
a NB - northbound; SB - southbound
b AM - morning peak hour; PM - afternoon peak hour
C vph - vehicles per hour
d Measured in passenger cars per mile per lane
e LOS - level of service.
f Project trips added to individual freeway segments
' Percent impact on mixed flow lanes determined by dividing the number of project trips by the freeway segment's capacity
Bold indicates unacceptable operations based on VTA's LOS E Standard. Bold and highlighted text indicates significant impacts.
Source: 2011 Monitoring and Conformance Report, VTA, May 2012.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 397
Peak
Capacity
Existing Conditions Existing Plus Project Conditions
Freeway Segment
Directions
Hourb
v h `
Density" LOS' Tris Density LOS % Impact'
High -Occupancy Vehicle HOV Lanes
AM
42
D
19
42
D
1.15
I-280 - Foothill
NB
PM
1650
,
11
A
71
12
B
4.30
Expressway to SR 85
AM
15
B
94
16
B
5.70
SB
PM
1650
,
18
B
31
18
B
1.88
NB
AM
1,650
32
D
24
32
D
1.45
I-280 - SR 85 to De
PM
10
A
83
11
A
5.03
Anza Boulevard
AM
9
A
106
11
A
6.42
SB
PM
1,650
25
C
43
26
C
2.61
AM
50
E
0
50
E
0.00
I-280 - De Anza
NB
PM
1,650
9
A
0
9
A
0.00
Boulevard to Wolfe Road
AM
18
B
0
18
B
0.00
SB
PM
1,650
33
D
0
33
D
0.00
I-280 -Wolfe Road to
NB
AM
1,650
56
E
0
56
E
0.00
PM
10
A
0
10
A
0.00
Lawrence Expressway/
Stevens Creek Boulevard
SB
AM
1,650
12
B
0
12
B
0.00
PM
39
D
0
39
D
0.00
I-280 - Lawrence
NB
AM
1,650
58
E
139
62
F
8.42
Expressway/Stevens
PM
7
A
20
7
A
1.21
Creek Boulevard to
AM
9
A
11
9
A
0.67
Saratoga Avenue
SB
PM
1,650
32
D
110
34
D
6.67
NB
AM
1,650
43
D
128
46
D
7.76
I-280 - Saratoga Avenue
PM
11
A
30
11
A
1.82
to Winchester Boulevard
AM
10
A
10
10
A
0.61
SB
PM
1650
,
29
D
102
30
D
6.18
AM
46
D
42
47
E
2.55
SR 85 - Winchester
NB
PM
1,650
8
A
10
8
A
0.61
Boulevard to Saratoga
Avenue
SB
AM
1,650
4
A
2
4
A
0.12
PM
29
D
33
29
D
2.00
NB
AM
1650
31
D
8
31
D
0.48
SR 85 - Saratoga Avenue
PM
,
7
A
2
7
1 A
0.12
to De Anza Boulevard
AM
6
A
1
6
A
0.06
SB
PM
1,650
26
C
7
26
C
0.42
AM
21
C
0
21
C
0.00
SR 85 -De Anza
NB
PM
1,650
8
A
0
8
A
0.00
Boulevard to Stevens
Creek Boulevard
SB
AM
1,650
6
A
0
6
A
0.00
PM
31
D
0
31
D
0.00
NB
AM
1,650
21
C
0
21
C
0.00
SR 85 - Stevens Creek
PM
8
A
0
8
A
0.00
Boulevard to I-280
AM
9
A
0
9
A
0.00
SB
PM
1,650
29
D
0
29
D
0.00
NB
AM
1,650
60
F
0
60
F
0.00
SR 85 - I-280 and West
PM
9
A
0
9
A
0.00
Homestead Road
AM
7
A
0
7
A
0.00
SB
PM
1650
,
29
D
0
29
D
0.00
SR 85 - West Homestead
NB
AM
1,650
41
D
5
41
D
0.30
PM
5
A
21
5
A
1.27
Road to West Fremont
SB
AM
1,650
9
A
42
10
A
=2.5Avenue
PM
21
C
11
21
C
Notes:
a NB - northbound; SB - southbound
b AM - morning peak hour; PM - afternoon peak hour
C vph - vehicles per hour
d Measured in passenger cars per mile per lane
e LOS - level of service.
f Project trips added to individual freeway segments
' Percent impact on mixed flow lanes determined by dividing the number of project trips by the freeway segment's capacity
Bold indicates unacceptable operations based on VTA's LOS E Standard. Bold and highlighted text indicates significant impacts.
Source: 2011 Monitoring and Conformance Report, VTA, May 2012.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 397
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -22: Completion of the proposed project would add substantial amounts of
traffic to the following ten mixed flow segments and one HOV freeway segment operating at
LOS F:
I-280, Northbound, SR 85 to Foothill Expressway
I-280, Southbound, Foothill Expressway to SR 85
I-280, Southbound, SR 85 to De Anza Boulevard
I-280, Southbound, De Anza Boulevard to Wolfe Road
I-280, Northbound, Lawrence Expressway/Stevens Creek Boulevard to Wolfe Road
I-280, Southbound, Wolfe Road to Lawrence Expressway/Stevens Creek Boulevard
I-280, Northbound, Saratoga Avenue to Lawrence Expressway/Stevens Creek
Boulevard
I-280, Southbound, Lawrence Expressway/Stevens Creek Boulevard to Saratoga
Avenue
I-280, Northbound, Winchester Boulevard to Saratoga Avenue
• SR 85, Northbound, Winchester Boulevard to Saratoga Avenue
I-280, HOV Northbound, Lawrence Expressway/Stevens Creek Boulevard to
Saratoga Avenue
These freeway segments would be impacted under the Existing Plus Project Conditions based
on CMP guidelines. (S)
Mitigation Measure TRANS -22: The project sponsor shall pay a $536,000 fair share contribu-
tion towards two planned transportation projects identified in VTA's Valley Transportation
Plan 2035 (VTP 2035)16 that would improve traffic operations of the impacted freeway
segments and provide added transportation capacity on parallel facilities: (1) SR 85 Express
Lane project (converting the existing HOV lane to a toll lane to allow single occupant vehicles
to drive in the HOV lane for a fee) between Mountain View and San Jose and (2) the Bus Rapid
Transit (BRT) station on Stevens Creek Boulevard at Wolfe Road and De Anza Boulevard. The
fair share contribution amount was calculated in consultation with VTA staff based on the
project's contribution to project growth on the impacted freeway segment.
It is unlikely that the Express Lane or BRT project would be implemented prior to project
completion and that these improvements would reduce the impact to a less -than -significant
level. In addition, the City has no control over the implementation of these mitigation
measures; therefore the impact to the freeway segments would remain significant and
unavoidable. (SU)
16 The Valley Transportation Plan is a long-range vision for transportation in Santa Clara County. The VTA is
responsible for preparing and updating the VTP. The VTP 2035 identifies the programs, projects, and policies VTA would
like to pursue over the lifetime of the plan. It connects projects with anticipated funds and lays out a framework for the
development and maintenance of the transportation system over the next 25 years.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 398
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Background Plus Project Conditions. The operations of the study intersections under
Background Plus Project Conditions are discussed below.
Background Plus Project Traffic Volumes. Under Background Plus Project Conditions, the
project would generate the same number of trips as under Existing Conditions. As discussed in the
Trip Generation Table (Table V.I-8), the project is estimated to generate 35,106 net new daily vehicle
trips, 3,274 net new AM peak hour trips, and 3,099 net new PM peak hour trips. The net new trips
(Figure C-2 in Appendix B) from the projected 14,200 employees were added to the Background
Conditions traffic projections (Figure C-4 of Appendix B) to develop traffic volumes for Background
Plus Project Conditions. The resulting volumes are shown on Figure C-5 in Appendix B.
Background Intersection Levels of Service. The results of the LOS analysis for Background No
Project and Background Plus Project Conditions are graphically shown on Figure V.I-9.
Appendix B of Appendix B contains the corresponding calculation sheets. A detailed LOS summary
table (Table D-3) is in Appendix D of Appendix B, and a figure (Figure C-5 of Appendix B) detailing
the intersection lane configurations, signal timings, and peak -hour turning movement volumes used to
calculate the levels of service for the key intersections during each peak hour is in Appendix C of
Appendix B.
The results of the LOS calculations indicate that all study intersections would operate at acceptable
service levels (generally LOS D or better for City intersections and LOS E or better for CMP and
regionally significant intersections) under Background Plus Project Conditions, with the exception of
the following locations as shown in Table V.1-1 1:
Int. 3. Stevens Creek Boulevard/Stelling Road (Cupertino): the addition of project traffic
would exacerbate unacceptable LOS E operations during the PM peak hour.
Int. 5. De Anza Boulevard/Homestead Road (Cupertino): the addition of project traffic
would exacerbate unacceptable LOS E operations during the PM peak hour.
Int. 9. De Anza Boulevard/McClellan Road (Cupertino): the addition of project traffic
would exacerbate unacceptable LOS E+ operations during the PM peak hour.
Int. 21. Wolfe Road/I-280 Northbound Ramps (Cupertino): the addition of project traffic
would degrade intersection operations from acceptable LOS B to unacceptable LOS
E during the AM peak hour.
Int. 27. Tantau Avenue/Homestead Road (Cupertino): the addition of project traffic would
degrade intersection operations from acceptable LOS D+ to unacceptable LOS E
during the AM peak hour.
Int. 31. Tantau Avenue/Vallco Parkway (Cupertino): the addition of project traffic would
degrade intersection operations from acceptable LOS C to unacceptable LOS E+
during the AM peak hour.
Int. 32. Tantau Avenue/Stevens Creek Boulevard (Cupertino): the addition of project traffic
would degrade intersection operations from acceptable LOS D to unacceptable LOS
E- during the PM peak hour.
Int. 36. Stevens Creek Boulevard/Calvert Drive/I-280 Ramps (west) (Santa Clara): the
addition of project traffic would exacerbate unacceptable LOS F operations during
the PM peak hour.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 399
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Int. 40. Stevens Creek Boulevard/Lawrence Expressway (CMP): the addition of project
traffic would degrade intersection operations from acceptable LOS D to unacceptable
LOS F during the AM peak hour.
Int. 41. Lawrence Expressway/I-280 Southbound Ramps (CMP): the addition of project
traffic would degrade intersection operations from acceptable LOS E to unacceptable
LOS F during the PM peak hour.
Int. 52. Stevens Creek Boulevard/San Tomas Expressway (CMP): the addition of project
traffic would exacerbate unacceptable LOS F operations during the PM peak hour.
Table V.I-11: Levels of Service for Intersections Operating Unacceptably under Background
Plus Project Conditions
Notes:
AM = morning peak hour; PM = afternoon peak hour
b Intersection Jurisdictions: CUP = City of Cupertino Intersection (LOS D threshold); CMP = CMP Intersection (LOS E threshold)
Whole intersection weighted average control delay expressed in seconds per vehicle
d LOS = Level of Service
Change in the critical volume -to -capacity ratio (V/C) between Background and Background Plus Project Conditions
f Change in critical movement delay between Background and Background Plus Project Conditions
Bold indicates unacceptable intersection operations. Bold and highlighted indicates significant impacts.
Source: Fehr & Peers, May 2013.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 400
Background
Background Plus
Conditions
Project Conditions
Inter-
Change
Change
Peak
section
in Crit.
in Crit.
Intersection
Hour'
Jurisdiction
Control
Dela c
LOSd
Dela c
LOSd
V/Ce
Dela yf
Stevens Creek
3
Boulevard/Stelling
AM
CUP
Signal
44.3
D
44.4
D
+0.002
+0.1
PM
62.2
E
62.7
E
+0.005
+0.8
Road
De Anza Boulevard/
AM
45.6
D
46.5
D
+0.002
+0.2
5
CUP
Signal
Homestead Road
PM
61.3
E
64.1
E
+0.014
+4.0
De Anza Boulevard/
AM
31.1
C
31.2
C
+0.020
+0.3
9
McClellan Road
PM
CUP
Signal
58.5
E+
59.8
E+
+0.012
+2.0
Wolfe Road/1-280
AM
13.2
B
68.9
E
+0.389
+81.2
21
CUP
Signal
Northbound Rams
PM
15.3
B
31.1
C
+0.093
+19.9
27
Taman Avenue/
AM
CUP
Signal
36.3
D+
64.7
E
+0.350
+37.8
Homestead Road
PM
36.9
D+
49.9
D
+0.204
+13.9
I'antau Avenue/
AM
28.7
C
56.8
E+
+0.453
+49.1
31
CUP
Signal
Vallco ParkwayPM
35.3
D+
35.3
D+
+0.170
+0.8
Taman Avenue/
32
Stevens Creek
AM
CUP
Signal
41.4
D
48.1
D
+0.135
+10.6
PM
49.0
D
75.6
E-
+0.148
+41.9
Boulevard
Stevens Creek
Boulevard/Calvert
AM
28.1
C
29.0
C
+0.144
+3.1
36
CMP
Signal
Drive/1-280 Ramps
PM
92.7
F
148.6
F
+0.216
+105.7
West
Stevens Creek Blvd/
AM
42.2
D
80.5
F
+0.188
+51.3
40
Lawrence Ex Ramps
CMP
Signal
PM
32.0
C-
33.9
C-
+0.043
+1.2
East
Lawrence Expressway/
41
I-280 SouthboundPM
AM
CMP
Signal
54.1
D-
74.7
E
+0.084
+26.4
73.0
E
138.6
F
+0.155
+68.0
Ramps
Stevens Creek
52
Boulevard/San Tomas
AM
CMP
Signal
55.8
E+
56.5
E+
+0.006
+1.0
PM
101.6
F
102.9
F
+0.005
+2.4
Expressway
Notes:
AM = morning peak hour; PM = afternoon peak hour
b Intersection Jurisdictions: CUP = City of Cupertino Intersection (LOS D threshold); CMP = CMP Intersection (LOS E threshold)
Whole intersection weighted average control delay expressed in seconds per vehicle
d LOS = Level of Service
Change in the critical volume -to -capacity ratio (V/C) between Background and Background Plus Project Conditions
f Change in critical movement delay between Background and Background Plus Project Conditions
Bold indicates unacceptable intersection operations. Bold and highlighted indicates significant impacts.
Source: Fehr & Peers, May 2013.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 400
- r jIIM)MI00%iM1NlA0. �. f [ 1 -
�L 1 Fremont Ave E D D E EI Camini
1 ...
::: r v �II
(fi >
�'-I' D AA E--------
17
-2
1 1 C 17 B+ g
—
�( �? [ �::: 1n rDt+rtD� L I D"6 g rj I i
L S A FIGURE V.I-9
Apple Campus 2 Project EIR
NOT To SCALE Background No Project and
SOURCE: FEHR& PEERS, MAY, 2013. Background PIAS Project Intersection LOS Results
I:ACOC1101 Apple Campus 21,figures\Fig VI9.ai (6/3/2013)
LSA ASSOCIATES, INC.
JUNE 2015
This page intentionally left blank.
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 402
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
The critical delay is not projected to increase by more than 4 seconds and the critical V/C ratio is not
projected to increase by more than 0.01 between the Background and Background Plus Project
scenarios at the 43 Stevens Creek Boulevard/Stelling Road, 49 De Anza Boulevard/McClellan Road,
and 452 Stevens Creek Boulevard/San Tomas Expressway intersections based on Cupertino's and
VTA's impact criteria. Therefore the project is considered to have a less -than -significant impact at
these intersections.
The project would exacerbate unacceptable conditions or cause unacceptable operating conditions at
the following intersections, and these changes would be considered a significant impact.
Int. 5. De Anza Boulevard/Homestead Road (Cupertino)
Int. 21. Wolfe Road/1-280 Northbound Ramps (Cupertino)
Int. 27. Tantau Avenue/Homestead Road (Cupertino)
Int. 31. Tantau Avenue/Vallco Parkway (Cupertino)
Int. 32. Tantau Avenue/Stevens Creek Boulevard (Cupertino)
Int. 36. Stevens Creek Boulevard/Calvert Drive/1-280 Ramps (west) (CMP)
Int. 40. Stevens Creek Boulevard/Lawrence Expressway Ramps (east) (CMP)
Int. 41. Lawrence Expressway/I-280 Southbound Ramps (CMP)
The proposed project would result in significant intersection impacts under Background plus Project
Conditions as discussed below.
Impact TRANS -4: Under Background Plus Project Conditions, completion of the proposed
project would exacerbate unacceptable operations of intersection #5 De Anza Boulevard/
Homestead Road during the PM peak hour based on City of Cupertino LOS impact thresholds.
(S)
Mitigation Measure TRANS -4: At intersection 45 De Anza Boulevard/Homestead Road the
project sponsor shall construct an exclusive southbound right -turn lane (for a total of two left -
turn lanes, three through lanes, and one right -turn lane) which would improve intersection
operations to LOS E+. Although still considered an unacceptable LOS based on Cupertino's
standards, this mitigation measure would improve operations over Background No Project
Conditions.
With the mitigation measure identified above, secondary impacts associated with the removal
of trees could occur. Trees are protected under the City of Cupertino's Tree Protection
Ordinance. Impacts BIO -1 and BIO -3 in Section V.D, Biological Resources addresses these
potential secondary impacts related to potential tree removal. (LTS)
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 403
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -5: Under Background plus Project Conditions, completion of the proposed
project would cause intersection #21 Wolfe Road/I-280 Northbound Ramps to operate at an
unacceptable level (change from LOS B to LOS E) during the AM peak hour based on City of
Cupertino LOS impact thresholds. (S)
Mitigation Measure TRANS -5: At intersection 421 Wolfe Road/I-280 Northbound Ramps, the
project sponsor shall implement Mitigation Measure TRANS -1 (provide dual left- and right -
turn lanes on the off -ramp), which would improve intersection operations to acceptable LOS B
(18.0 seconds). However, the off -ramp intersection is under Caltrans jurisdiction. Therefore,
neither the applicant nor the City of Cupertino can ensure the implementation of the proposed
mitigation measure; thus the impact is considered significant and unavoidable. (SU)
Impact TRANS -6: Under Background plus Project Conditions, completion of the proposed
project would cause intersection #27 Tantau Avenue/Homestead Road to operate at an unac-
ceptable level (change from LOS D+ to LOS E) during the AM peak hour based on City of
Cupertino LOS impact thresholds. (S)
Mitigation Measure TRANS -6: At intersection 427 Tantau Avenue/Homestead Road the
project sponsor shall construct an exclusive right -turn lane from eastbound Homestead Road to
southbound Tantau Avenue (for a total of one eastbound left -turn lane, two eastbound through
lanes, and one eastbound right -turn lane), which would improve intersection operations to
acceptable LOS D- (52.6 seconds).
With the mitigation measure identified above, secondary impacts associated with the removal
of trees could occur. Trees are protected under the City of Cupertino's Tree Protection
Ordinance. Impacts BIO -1 and BIO -3 in Section V.D, Biological Resources addresses these
potential secondary impacts related to potential tree removal. (LTS)
Impact TRANS -7: Under Background plus Project Conditions, completion of the proposed
project would cause intersection #31 Tantau Avenue/Vallco Parkway to operate at an
unacceptable level (change from LOS C to LOS E+) during the AM peak hour based on City of
Cupertino LOS impact thresholds. (S)
Mitigation Measure TRANS -7: At intersection 431 Tantau Avenue/Vallco Parkway, the project
sponsor shall implement Mitigation Measure TRANS -2 (add exclusive northbound through
lane), which would improve intersection operations to acceptable LOS C (28.7 seconds). (LTS)
Impact TRANS -8: Under Background plus Project Conditions, completion of the proposed
project would cause intersection #32 Tantau Avenue/Stevens Creek Boulevard to operate at an
unacceptable level (change from LOS D to LOS E-) during the PM peak hour based on City of
Cupertino LOS impact thresholds. (S)
Mitigation MeasureTRANS-8: At intersection 432 Tantau Avenue/Stevens Creek Boulevard,
the project sponsor shall construct a 100 -foot exclusive southbound right -turn lane (for a total
of two southbound left -turn lanes and one southbound right -turn lane), with associated
improvements in the right-of-way, which would improve intersection operations to acceptable
LOS D (46.8 seconds). (LTS)
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 404
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -9: Under Background plus Project Conditions, completion of the proposed
project would exacerbate unacceptable operations of intersection #36 Stevens Creek Boulevard/
Calvert Drive/I-280 Ramps (west) during the PM peak hour based on CMP guidelines. (S)
Mitigation Measure TRANS -9a: At intersection 436 Stevens Creek Boulevard/Calvert Drive/I-
280 Ramps (west), the project sponsor shall implement Mitigation Measure TRANS -3 (add
exclusive eastbound right -turn lane), which would improve intersection operations to 112.2
seconds (LOS F). However, the Stevens Creek Boulevard/Calvert Drive/1-280 Ramps (west)
intersection would continue to operate unacceptably. Providing a second right -turn lane would
improve intersection operations to LOS E with 63.0 seconds of delay. However, there are right-
of-way constraints that render a second right -turn lane infeasible, since there would be less than
7 feet of right-of-way available between the fence and curb on the south side of Steven Creek
after implementation of Mitigation Measure TRANS -3. At minimum, 11 feet of right-of-way
are needed to accommodate a second right -turn lane.
Mitigation Measure TRANS -9b: The project sponsor shall expand the TDM program to reduce
the severity of the impact per the TDM Program Expansion subsection. Increasing the TDM
participation and associated alternative mode share from 28 percent to 34 percent would
improve operations to LOS F (142.8 seconds) without implementation of TRANS -3; however it
would not reduce the impact to a less -than -significant level. A robust monitoring program has
been identified in the TDMProgram Expansion subsection and shall be required to ensure that
this TDM program mitigation measure is implemented and that the required trip reduction is
achieved. Details of the TDM program are discussed in the TDMProgram Expansion
subsection. (SU)
Impact TRANS -10: Under Background plus Project Conditions, completion of the proposed
project would cause operations of intersection #40 Stevens Creek Boulevard/Lawrence
Expressway Ramps (east) to operate at an unacceptable level (change from LOS D to LOS F)
during the AM peak hour based on CMP guidelines. (S)
Mitigation Measure TRANS -10: At intersection 440 Stevens Creek Boulevard/Lawrence
Expressway (east) the project sponsor shall construct a northbound left -turn lane (for a total of
two exclusive left -turn lanes, one shared left-turn/through lane, and shared through/right-turn
lane) from northbound Lawrence Expressway to westbound Stevens Creek Boulevard. This
mitigation would improve intersection operations to LOS D (49.7 seconds). This improvement
is physically feasible; however, it would require the construction of a retaining wall and
modifications to the eastbound approach to accommodate the additional left -turn lane.
This intersection is a CMP intersection located within the City of Santa Clara. The project
sponsor would be required to coordinate with VTA, City of Santa Clara, County of Santa Clara,
and other responsible agencies to construct the identified physical improvement at the Stevens
Creek Boulevard/Lawrence Expressway Ramps (east) intersection. Since this intersection is
outside of the City of Cupertino's jurisdiction, the City cannot guarantee that the improvement
would be constructed. For this reason the impact would remain significant and unavoidable.
(SU)
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 405
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -11: Under Background plus Project Conditions, completion of the proposed
project would cause operations of intersection #41 Lawrence Expressway/I-280 Southbound
Ramps to operate at an unacceptable level (change from LOS E to LOS F) during the PM peak
hour based on CMP guidelines. (S)
Mitigation Measure TRANS -11: At intersection 441 Lawrence Expressway/I-280 Southbound
Ramps, the project sponsor shall construct an exclusive eastbound through lane (for a total of
one shared left-turn/through lane, one through lane, and one right -turn lane), which would
improve intersection operations to acceptable LOS E+ (56.9 seconds). The mitigation measure
would require the construction of a new retaining wall along I-280, since Calvert Road would
need to be curved to properly align with two receiving lanes at the on-ramp. There is existing
right-of-way to accommodate this mitigation measure. However, the measure would require
widening the existing bridge that crosses the creek running parallel to the west side of
Lawrence Expressway. Any widening of the bridge shall be designed to avoid impacts to the
creek channel and riparian vegetation.
This intersection is a CMP intersection on a County expressway and portions are likely within
Caltrans right-of-way. The project sponsor would be required to coordinate with VTA, the
County of Santa Clara, and other responsible agencies to construct the identified physical
improvement at the Lawrence Expressway/I-280 Ramps intersection. Since this intersection is
outside of the City of Cupertino's jurisdiction, the City cannot guarantee that it would be
constructed. For this reason the impact would remain significant and unavoidable. (SU)
Cumulative Plus Project Conditions. The operations of the study intersections under
Cumulative Plus Project Conditions are discussed below.
Cumulative Plus Project Traffic Volumes. Under Cumulative Plus Project Conditions the
project would generate the same number of trips as under Existing and Background Conditions. The
net new trips (Figure C-2 in Appendix B) were added to the Cumulative traffic projections (Figure C-
6 in Appendix B) to develop traffic volumes for Cumulative Plus Project Conditions. The resulting
volumes are shown on Figure C-7 in Appendix B.
Cumulative Intersection Levels of Service. The results of the LOS analysis for Cumulative No
Project and Cumulative Plus Project Conditions are graphically shown on Figure V.I-10. Appendix B
contains the corresponding calculation sheets. Table D-4 in Appendix B is a detailed LOS summary
table, and Figure C-7 in Appendix B presents the intersection lane configurations, signal timings, and
peak -hour turning movement volumes used to calculate the levels of service for the key intersections
during each peak hour.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 406
L S A FIGURE V.I-10
A��le Grampus 2 Project EIR
NOT TO SCALE Cumulative No Project and
SOURCE: FEHR& PEERS, MAY, 2013. Cumulative Plus Project Intersection LOS Results
I:ACOC1101 Apple Campus 21,figures\Fig VI10.ai (6/3/2013)
LSA ASSOCIATES, INC.
JUNE 2015
This page intentionally left blank.
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 408
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
The results of the LOS calculations indicate that all study intersections would operate at acceptable
service levels (generally LOS D or better for City intersections and LOS E or better for CMP and
regionally significant intersections) under Cumulative Plus Project Conditions, with the exception of
the following locations as shown in Table V.I-12:
Int. 3. Stevens Creek Boulevard/Stelling Road (Cupertino): the addition of project traffic
would exacerbate unacceptable LOS E operations during the PM peak hour.
Int. 5. De Anza Boulevard/Homestead Road (Cupertino): the addition of project traffic
would exacerbate unacceptable LOS E operations during the PM peak hour.
Int. 8. De Anza Boulevard/Stevens Creek Boulevard (Cupertino): the addition of project
traffic would degrade intersection operations from acceptable LOS E+ to
unacceptable LOS E during the PM peak hour.
Int. 9. De Anza Boulevard/McClellan Road (Cupertino): the addition of project traffic
would exacerbate unacceptable LOS E operations during the PM peak hour.
Int. 15. Wolfe Road/Fremont Avenue (Sunnyvale): the addition of project traffic would
exacerbate unacceptable LOS E+/E operations during the PM peak hour.
Int. 21. Wolfe Road/I-280 Northbound Ramps (Cupertino): the addition of project traffic
would degrade intersection operations from acceptable LOS B to unacceptable LOS
E during the AM peak hour.
Int. 23. Wolfe Road/Vallco Parkway (Cupertino): the addition of project traffic would
exacerbate unacceptable LOS F operations during the PM peak hour.
Int. 27. Tantau Avenue/Homestead Road (Cupertino): the addition of project traffic would
degrade intersection operations from acceptable LOS D+ to unacceptable LOS E
during the AM peak hour.
Int. 31. Tantau Avenue/Vallco Parkway (Cupertino): the addition of project traffic would
degrade intersection operations from acceptable LOS C to unacceptable LOS E+
during the AM peak hour.
Int. 32. Tantau Avenue/Stevens Creek Boulevard (Cupertino): the addition of project traffic
would degrade intersection operations from acceptable LOS D- to unacceptable LOS
F during the PM peak hour.
Int. 36. Stevens Creek Boulevard/Calvert Drive/I-280 Ramps (west) (CMP): the addition of
project traffic would exacerbate unacceptable LOS F operations during the PM peak
hour.
Int. 40. Stevens Creek Boulevard/Lawrence Expressway Ramps (east) (CMP): the addition of
project traffic would degrade intersection operation from acceptable LOS D to
unacceptable LOS F during the AM peak hour.
Int. 41. Lawrence Expressway/I-280 Southbound Ramps (CMP): the addition of project
traffic would degrade intersection operation from acceptable LOS E to unacceptable
LOS F during the PM peak hour.
Int. 52. Stevens Creek Boulevard/San Tomas Expressway (CMP): the addition of project
traffic would exacerbate unacceptable LOS F operations during the PM peak hour.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 409
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-12: Levels of Service for Intersections Operating Unacceptably under Cumula-
tive Plus Project Conditions
Notes:
a AM = morning peak hour; PM = afternoon peak hour
e Intersection Jurisdictions: CUP = City of Cupertino Intersection (LOS D threshold, except at #8, LOS E+); SUN = City of
Sunnyvale Intersection (LOS D threshold); CMP = CMP Intersection (LOS E threshold)
Whole intersection weighted average control delay expressed in seconds per vehicle
d LOS = Level of Service
Change in the critical volume -to -capacity ratio (V/C) between Cumulative and Cumulative Plus Project Conditions
f Change in critical movement delay between Cumulative and Cumulative Plus Project Conditions
Bold indicates unacceptable intersection operations. Bold and highlighted indicates significant impacts.
Source: Fehr & Peers, May 2013.
At four intersections (intersection numbers 3, 9, 15, and 52) the critical delay during the PM peak
hour is not projected to increase by more than 4 seconds and the critical V/C ratio is not projected to
increase by more than 0.01 between the Cumulative and Cumulative Plus Project scenarios; therefore
the project would have a less -than -significant impact at the 43 Stevens Creek Boulevard/Stelling
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportatioadocx (06/03/13) P UBLIC REVIEW DRAFT 410
Cumulative
Cumulative Plus
Conditions
Project Conditions
Inter-
Change
Change
Peak
Jurisdictio
section
in Crit.
in Crit.
Intersection
Hour
n
Control
Delay'
LOSd
Dela
LOSd
V/Ce
Delay'
Stevens Creek
AM
44.3
D
44.4
D
+0.002
+0.1
3
Boulevard/Stelling
CUP
Signal
Road
PM
62.2
E
62.7
E
+0.005
+0.8
De Anza Boulevard/
AM
45.6
D
46.5
D
+0.002
+0.2
5
CUP
Signal
Homestead Road
PM
61.4
E
64.2
E
+0.014
+4.0
De Anza Boulevard/
AM
40.0
D
40.4
D
+0.015
+0.9
8
CUP
Signal
Stevens Creek Blvd
PM
58.6
E+
62.5
E
+0.047
+11.3
De Anza Boulevard/
AM
31.2
C
31.4
C
+0.020
+0.3
9
CUP
Signal
McClellan Road
PM
61.0
E
62.7
E
+0.012
+2.6
Wolfe Road/
AM
46.4
D
47.3
D
+0.021
+0.4
15
SUN
Signal
Fremont Avenue
PM
58.0
E+
60.4
E
+0.033
+3.1
Wolfe Road/1-280
AM
13.3
B
69.9
E
+0.389
+82.7
21
CUP
Signal
Northbound Ramps
PM
15.7
B
32.1
C-
+0.092
+20.9
Wolfe Road/
AM
25.9
C
31.3
C-
+0.159
+6.9
23
CUP
Signal
Vallco Parkway
PM
64.6
E
93.9
F
+0.117
+42.7
Taman Avenue/
AM
36.3
D+
64.7
E
+0.350
+37.8
27
CUP
Signal
Homestead Road
PM
36.9
D+
49.9
D
+0.204
+13.9
Taman Avenue/ Vallco
AM
28.7
C
56.8
E+
+0.453
+49.1
31
CUP
Signal
ParkwayPM
35.3
D+
35.4
D+
+0.170
+0.9
Taman Avenue/
AM
41.4
D
48.6
D
+0.135
+11.4
32
CUP
Signal
g
Stevens Creek Blvd
PM
52.1
D-
83.4
F
+0.148
+48.0
Stevens Creek
AM
28.2
C
29.3
C
+0.144
+3.4
36
Blvd/Calvert Drive/
CMP
Signal
PM
98.1
F
151.4
F
+0.216
+106.0
I-280 Rams West
Stevens Creek Blvd/
AM
43.7
D
84.6
F
+0.188
+54.8
40
Lawrence Ex Ramps
CMP
Signal
PM
33.8
C-
36.3
D+
+0.043
+2.2
east
Lawrence Expressway/
AM
55.1
E+
76.3
E-
+0.084
+27.1
41
CMP
Signal
I-280 SB Ramps
PM
74.8
E
141.7
F
+0.155
+68.0
Stevens Creek Blvd/
AM
55.8
E+
56.5
E+
+0.006
+1.0
52
San Tomas
CMP
Signal
PM
101.8
F
103.1
F
+0.005
+2.4
Expressway
Notes:
a AM = morning peak hour; PM = afternoon peak hour
e Intersection Jurisdictions: CUP = City of Cupertino Intersection (LOS D threshold, except at #8, LOS E+); SUN = City of
Sunnyvale Intersection (LOS D threshold); CMP = CMP Intersection (LOS E threshold)
Whole intersection weighted average control delay expressed in seconds per vehicle
d LOS = Level of Service
Change in the critical volume -to -capacity ratio (V/C) between Cumulative and Cumulative Plus Project Conditions
f Change in critical movement delay between Cumulative and Cumulative Plus Project Conditions
Bold indicates unacceptable intersection operations. Bold and highlighted indicates significant impacts.
Source: Fehr & Peers, May 2013.
At four intersections (intersection numbers 3, 9, 15, and 52) the critical delay during the PM peak
hour is not projected to increase by more than 4 seconds and the critical V/C ratio is not projected to
increase by more than 0.01 between the Cumulative and Cumulative Plus Project scenarios; therefore
the project would have a less -than -significant impact at the 43 Stevens Creek Boulevard/Stelling
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportatioadocx (06/03/13) P UBLIC REVIEW DRAFT 410
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Road, 49 De Anza Boulevard/McClellan Road, 415 Wolfe Road/Fremont Avenue, and 452 Stevens
Creek Boulevard/ San Thomas Expressway intersections based on Cupertino's, Sunnyvale's, and
VTA's impact criteria.
The project would exacerbate unacceptable conditions or cause unacceptable operating conditions at
the following intersections, and these changes would be considered a significant impact.
Int. 5. De Anza Boulevard/Homestead Road (Cupertino)
Int. 8. De Anza Boulevard/Stevens Creek Boulevard (Cupertino)
Int. 21. Wolfe Road/1-280 Northbound Ramps (Cupertino)
Int. 23. Wolfe Road/Vallco Parkway (Cupertino)
Int. 27. Tantau Avenue/Homestead Road (Cupertino)
Int. 31. Tantau Avenue/Vallco Parkway (Cupertino)
Int. 32. Tantau Avenue/Stevens Creek Boulevard (Cupertino)
Int. 36. Stevens Creek Boulevard/Calvert Drive/1-280 Ramps (west) (CMP)
Int. 40. Stevens Creek Boulevard/Lawrence Expressway (east) (CMP)
Int. 41. Lawrence Expressway/I-280 Southbound Ramps (CMP)
The proposed project would result in significant intersection impacts under Cumulative plus Project
Conditions, as discussed below.
Impact TRANS -12: Under Cumulative plus Project Conditions, completion of the proposed
project would exacerbate unacceptable operations of intersection #5 De Anza Boulevard/
Homestead Road during the PM peak hour based on City of Cupertino LOS impact thresholds.
(S)
Mitigation Measure TRANS -12: At intersection 45 De Anza Boulevard/Homestead Road inter-
section, the project sponsor shall implement Mitigation Measure TRANS -4 (add exclusive
southbound right -turn lane), which would improve intersection operations to LOS E+ (58.9
seconds). Though LOS E+ is not considered acceptable at the 45 De Anza Boulevard/
Homestead Road intersection, the LOS would improve to better operating conditions than
under the Cumulative No Project scenario and the impact would be considered less than
significant. (LTS)
Impact TRANS -13: Under Cumulative plus Project Conditions, completion of the proposed
project would cause intersection #8 De Anza Boulevard/Stevens Creek Boulevard to operate at
an unacceptable level (change from LOS E+ to LOS E) during the PM peak hour based on City
of Cupertino LOS impact thresholds. (S)
Mitigation Measure TRANS -13a: At intersection 48 De Anza Boulevard/Stevens Creek
Boulevard, the provision of an exclusive southbound right -turn lane (for a total of two left -turn
lanes, four through lanes, and one right -turn lane) and adjusting the signal timings to accommo-
date the added turn lane would improve intersection operations to acceptable levels at LOS E+
with 58.9 seconds of average delay. However, this improvement is physically not feasible,
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 411
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
since the widening of the roadway to accommodate the southbound right -turn lane would
impact an underground garage belonging to the office development on the northwest corner of
the De Anza Boulevard/Stevens Creek Boulevard intersection; therefore the impact at the De
Anza Boulevard/Stevens Creek Boulevard intersection is considered significant and
unavoidable.
Mitigation Measure TRANS -13b: The project sponsor shall expand the TDM program to
reduce the severity of the impact. Increasing the TDM participation and associated alternative
mode share from 28 percent to 34 percent would improve operations to LOS E (62.1 seconds);
however the increase in TDM participation would not reduce the impact to a less -than -
significant level. (SU)
Impact TRANS -14: Under Cumulative plus Project Conditions, completion of the proposed
project would cause intersection #21 Wolfe Road/I-280 Northbound Ramps to operate at an
unacceptable level (change from LOS B to LOS E) during the AM peak hour based on City of
Cupertino LOS impact thresholds. (S)
Mitigation Measure TRANS -14: At intersection 421 Wolfe Road/I-280 Northbound Ramps, the
project sponsor shall implement Mitigation Measure TRANS -1 (provide dual left- and right -
turn lanes), which would improve intersection operations to acceptable LOS B (18.1 seconds).
However, because this intersection is under Caltrans jurisdiction, the City cannot guarantee that
the improvement would be constructed. For this reason, the impact would remain significant
and unavoidable. (SU)
Impact TRANS -15: Under Cumulative plus Project Conditions, completion of the proposed
project would exacerbate unacceptable operations of intersection #23 Wolfe Road/Vallco
Parkway during the PM peak hour based on City of Cupertino LOS impact thresholds. (S)
Mitigation Measure TRANS -15: The project sponsor shall contribute a pro rata share to modify
the traffic signal operations to provide an overlap phase for the westbound right -turn movement,
which would provide for a green right -turn arrow while the southbound left -turn movement has
its green time. Southbound U-turns shall also be prohibited. To accommodate the overlap phase
the geometries at the westbound approach would be modified to provide one left -turn lane, one
shared left-turn/through lane, and two right -turn lanes.
Providing a westbound overlap phase could have secondary impacts, since southbound vehicles
wanting to travel northbound would have to travel to the Stevens Creek Boulevard/Wolfe Road
intersection to access northbound Wolfe Road. Field observations were conducted to determine
the existing percentage of vehicles making U-turns at the intersections. The field data was used
to estimate the impact of diverting U-turns from Vallco Parkway to Stevens Creek Boulevard.
The LOS results show that both the Wolfe Road/Vallco Parkway (42.4 seconds and LOS D)
and Stevens Creek Boulevard/Wolfe Road intersections (49.9 seconds and LOS D) would
operate acceptably with the proposed southbound U-turn restrictions at the Wolfe Road/Vallco
Parkway intersection. The project impact would be reduced to a less -than -significant level.
(LTS)
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 412
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -16: Under Cumulative plus Project Conditions, completion of the proposed
project would cause intersection #27 Tantau Avenue/Homestead Road to operate at an
unacceptable level (change from LOS D+ to LOS E) during the AM peak hour based on City of
Cupertino LOS impact thresholds. (S)
Mitigation Measure TRANS -16: At intersection 427 Tantau Avenue/Homestead Road, the
project sponsor shall implement Mitigation Measure TRANS -6 (add exclusive eastbound right -
turn lane), which would improve intersection operations to acceptable LOS D- (52.6 seconds).
(LTS)
Impact TRANS -17: Under Cumulative plus Project Conditions, the project would cause
intersection #31 Tantau Avenue/Vallco Parkway to operate at an unacceptable level (change
from LOS C to LOS E+) during the AM peak hour based on City of Cupertino LOS impact
thresholds. (S)
Mitigation Measure TRANS -17: At intersection 431 Tantau Avenue/Vallco Parkway, the
project sponsor shall implement Mitigation Measure TRANS -2 (add exclusive northbound
through lane), which would improve intersection operations to LOS C (28.7 seconds). (LTS)
Impact TRANS -18: Under Cumulative plus Project Conditions, completion of the proposed
project would cause intersection #32 Tantau Avenue/Stevens Creek Boulevard to operate at an
unacceptable level (change from LOS D- to LOS F) during the PM peak hour based on City of
Cupertino LOS impact thresholds. (S)
Mitigation Measure TRANS -18: At intersection 432 Tantau Avenue/Stevens Creek Boulevard,
the project sponsor shall implement Mitigation Measure TRANS -8 (add exclusive southbound
right -turn lane), which would improve intersection operations to LOS D (49.4 seconds). (LTS)
Impact TRANS -19: Under Cumulative plus Project Conditions, completion of the proposed
project would exacerbate unacceptable operations of intersection #36 Stevens Creek Boulevard/
Calvert Drive/I-280 Ramps (west) during the PM peak hour based on CMP guidelines. (S)
Mitigation Measure TRANS -19a: Potential physical improvements as mitigation measures for
intersection 436 Stevens Creek Boulevard/Calvert Drive/I-280 Ramps are discussed under
Mitigation Measure TRANS -9a (add two exclusive eastbound right -turn lanes). However, there
are right-of-way constraints that render this mitigation measure infeasible. Additionally, this
intersection is within the City of Santa Clara, and the City has no control over the implementa-
tion of the mitigation measure; therefore the impact is considered significant and unavoidable.
Mitigation Measure TRANS -19b: The project sponsor shall expand the TDM program to
reduce the severity of the impact (Mitigation Measure TRANS -9a). Increasing the TDM
participation and associated alternative mode share from 28 percent to 34 percent would
improve operations to LOS F (145.8 seconds) without implementation of Mitigation Measure
TRANS -9a; however the increase in TDM participation would not reduce the impact to a less -
than -significant level. (SU)
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 413
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -20: Under Cumulative plus Project Conditions, completion of the proposed
project would cause operations of intersection #40 Stevens Creek Boulevard/Lawrence
Expressway Ramps (east) to operate at an unacceptable level (change from LOS D to LOS F)
during the AM peak hour based on CMP guidelines. (S)
Mitigation Measure TRANS -20: For intersection 440 Stevens Creek Boulevard/Lawrence
Expressway Ramps (east), the project sponsor shall implement Mitigation Measure TRANS -10
(add exclusive northbound left -turn lane), which would improve intersection operations to LOS
D- (52.3 seconds). Since this intersection is outside of the City of Cupertino's jurisdiction, the
City cannot guarantee that the improvement would be constructed. For this reason the impact
would remain significant and unavoidable. (SU)
Impact TRANS -21: Under Cumulative plus Project Conditions, completion of the proposed
project would cause operations of intersection #41 Lawrence Expressway/I-280 Southbound
Ramps to operate at an unacceptable level (change from LOS E to LOS F) during the PM peak
hour based on CMP guidelines. (S)
Mitigation Measure TRANS -21: For intersection 441 Lawrence Expressway/I-280 Ramps, the
project sponsor shall implement Mitigation Measure TRANS -11 (add exclusive eastbound
through lane), which would improve intersection operations to acceptable LOS E+ (58.3
seconds). Since this intersection is outside of the City of Cupertino's jurisdiction, the impact
would remain significant and unavoidable. (SU)
Wolfe Road and Tantau Avenue Corridor Operations Analysis. A detailed traffic
operations analysis using traffic mircosimulation software (VISSIM) was conducted to assess
operations on the Wolfe Road and Tantau Avenue corridors near the project site with the addition of
project traffic and physical changes proposed as part of the project, including:
• Adding a new signalized intersection on Wolfe Road at the proposed new main driveway in
close proximity to the existing signalized intersections at Homestead Road and Pruneridge
Avenue;
• Widening Wolfe Road;
• Adding two new signalized intersections on Tantau Avenue, providing access to the main
site's parking garage and the proposed Transit Center; and
• Reconfiguring Tantau Avenue, including the I-280 overcrossing.
The microsimulation analysis reflects the movement of individual vehicles on the roadway system
and the effects of vehicles weaving, merging, and queuing between intersections.
Wolfe Road Evaluation. The microsimulation analysis was used to evaluate the following
traffic operational questions related to the added intersection and other lane modifications on Wolfe
Road:
• Would the addition of anew signalized intersection at the proposed new project driveway
create major increases in delay and excessive queuing for vehicles traveling on Wolfe
Road?
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 414
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
• What are the optimal geometries to accommodate vehicular, pedestrian, and bicycle traffic
at the #19 Wolfe Road/Project Access driveway intersection and what would be the
operational differences for two versus three left -turn lanes out of the site?
• Would the Wolfe Road overcrossing of I-280 need to be widened on the northbound
approach to accommodate the addition of project traffic?
Effect of the Added Intersection. The effect of the added intersection to Wolfe Road traffic
operations was evaluated based on the projected delays for vehicles on the Wolfe Road approaches to
the intersections at Homestead Road, the Project Access and Pruneridge Avenue. (In previous
sections, the average delays for the entire intersection are presented. Approach delays can be different
than the total intersection delay and are not used for impact assessment.) The results are presented in
Table V.I-13.
Table V.I-13: Wolfe Road VISSIM Approach Delays and Levels of Service
Notes:
a Approach weighted average control delay expressed in seconds per vehicle. Delay is presented for worst 15 minutes. LOS
= Level of Service based on control delay as presented in HCM 2000.
b In previous chapters, the average delay for the entire intersection is presented. For the purpose of this analysis select
approach delays are presented, which include the average delay for all vehicles on the specified intersection approach.
Approach delays can be different than the total intersection delay and are not used for impact assessment.
Source: Fehr & Peers, May 2013.
The intersection approaches on Wolfe Road would operate acceptably with the exception of the
southbound approach at the 418 Wolfe Road/Homestead Road intersection during the highest 15 -
minute period during the PM peak hour. 17 The Wolfe Road approaches at the #19 Wolfe Road/Project
Access intersection would operate at LOS C or better.
VISSIM also provides animations of the traffic operation analysis results. The animations show that
with the roadway improvements included as part of the project and effective signal coordination,
queues would extend between intersections but would not affect or block adjacent intersections.
Therefore, the new signalized 419 Wolfe Road/Project Access intersection can be accommodated in
the Wolfe Road corridor.
Lane Geometrics at the 419 Wolfe Road/Project Access Intersection. The VISSIM analysis was
also used to determine the optimal vehicular lane geometrics at the 419 Wolfe Road/Project Access
intersection to accommodate the project's vehicular traffic, while balancing the needs and safety of
17 Individual intersection leg approach delays can still operate at unacceptable LOS, while an acceptable overall intersection delay
is maintained.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 415
Delays OS)a
Intersection
Approach b
AM Peak 15 -Minutes
PM Peak 15 -Minutes
18
Wolfe Road/Homestead Road
Northbound
30 (C)
71 (E)
Southbound
68 E
138 F
Northbound
13 (B)
17 (B)
19
Wolfe Road/Project Access
Southbound
24 (C)
19 (C)
Westbound
34 C
861 F
20
Wolfe Road/Pruneridge Avenue
Northbound
43 (C)
39 (D)
Southbound
4 (A)
10 (B)
Notes:
a Approach weighted average control delay expressed in seconds per vehicle. Delay is presented for worst 15 minutes. LOS
= Level of Service based on control delay as presented in HCM 2000.
b In previous chapters, the average delay for the entire intersection is presented. For the purpose of this analysis select
approach delays are presented, which include the average delay for all vehicles on the specified intersection approach.
Approach delays can be different than the total intersection delay and are not used for impact assessment.
Source: Fehr & Peers, May 2013.
The intersection approaches on Wolfe Road would operate acceptably with the exception of the
southbound approach at the 418 Wolfe Road/Homestead Road intersection during the highest 15 -
minute period during the PM peak hour. 17 The Wolfe Road approaches at the #19 Wolfe Road/Project
Access intersection would operate at LOS C or better.
VISSIM also provides animations of the traffic operation analysis results. The animations show that
with the roadway improvements included as part of the project and effective signal coordination,
queues would extend between intersections but would not affect or block adjacent intersections.
Therefore, the new signalized 419 Wolfe Road/Project Access intersection can be accommodated in
the Wolfe Road corridor.
Lane Geometrics at the 419 Wolfe Road/Project Access Intersection. The VISSIM analysis was
also used to determine the optimal vehicular lane geometrics at the 419 Wolfe Road/Project Access
intersection to accommodate the project's vehicular traffic, while balancing the needs and safety of
17 Individual intersection leg approach delays can still operate at unacceptable LOS, while an acceptable overall intersection delay
is maintained.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 415
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
through traffic on Wolfe Road, bicyclists, and pedestrians. This analysis included an evaluation of the
tradeoffs between providing three left -turns out of the driveway (as proposed) or providing two left -
turn lanes.
There are safety, as well as operational implications associated with three left -turn lanes that are
different from two left -turn lanes. With three left -turn lanes, there could be substantially more
"weaving" conflicts as vehicles turning left from the project driveway onto southbound Wolfe Road
attempt to merge within a short distance to access the I-280 freeway ramps, as described below. Since
a majority of the drivers using the Wolfe Road driveway (approximately 85 percent) are projected to
enter the I-280 northbound and southbound on -ramps, queues in the two right -most left -turn lanes
would be longer. The shorter queue in the left-most left -turn lane would encourage drivers — even
though their ultimate destination is one of the freeway on ramps — to enter this lane due to a shorter
wait to exit the campus. These drivers may attempt to weave and merge immediately after turning to
align themselves in the correct lane to enter the freeway. In some cases, these drivers would need to
make a two-lane lane change within 550 feet (the distance between the driveway and the location on
southbound Wolfe Road where the right side lane becomes an exit only lane) to access the I-280
northbound on-ramp, potentially impacting the safety of drivers in all lanes. There are no effective
ways to fully mitigate this potential behavior while still retaining three lanes out of the site. Therefore
the proposed project would pose a safety concern on Wolfe Road because there would be a short
distance in which drivers would have to merge and align into the correct lanes to enter the freeway
upon exiting the campus.
The provision of three left -turn lanes would also have adverse effects on Wolfe Road corridor opera-
tions. Several metrics were used to evaluate the operational impacts of the two lane configurations,
including approach delays, percent of demand served, travel times, and total delays.18 The analysis
focuses on PM peak hour operations, since this is when the demand for the westbound left -turn
movement out of the project site is the highest. The results are summarized in Table V.I-14.
With the three -lane option, traffic would be able to leave the Apple campus and enter Wolfe Road at a
faster rate and with higher vehicle concentrations. This would create more vehicular delay for drivers
travelling southbound on Wolfe Road, as demonstrated by the higher delays at the intersections and
the higher travel time. With three left -turn lanes (compared to two left -turn lanes), the delay during
the PM peak hour on Wolfe Road for non -Apple traffic would increase by 45 percent, from
approximately 145 seconds (2.5 minutes) to 210 seconds (3.5 minutes), for atotal increase in delay of
approximately 44 hours. Additionally, the higher volumes on southbound Wolfe Road would slow the
rate of vehicles exiting northbound I-280 to Wolfe Road, causing higher delays for those vehicles and
creating a greater potential for vehicle queues to extend onto the freeway mainline.
In addition, pedestrian crossing distances would be greater with the three -lane configuration. Long
crossing distances tend to discourage pedestrian access and the provision of three left -turn lanes
would tend to exacerbate poor conditions for pedestrians in the area, which are characterized by busy,
high-volume roadways, large blocks (with few east/west crossings), and complex intersection
geometries.
18 "Total delay" refers to the combined delay experienced by all drivers at a specific approach during the peak hour.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 416
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-14: Travel Metric Comparisons of Two Versus Three Left -Turn Lanes on Wolfe
Road Driveway During the PM Peak Hour
Itema
2 Left -Turn Lanes
3 Left -Turn Lanes
Differences
Pedestrian Crossing Distance Across Project
63 feet
75 feet
+ 12 feet
Driveway at # 19 Wolfe Road/Project Access
Average Delay during Peak 15 Minutes for Exiting
(Westbound) Vehicles at #19 Wolfe Road/Project
913 seconds/vehicle
532 seconds/vehicle
- 381 seconds/vehicle
Access Intersection
Percent of Demand Served for Vehicles Exiting
+ 18 percentage
(Westbound) at #19 Wolfe Road/Project Access
66%
84%'
Intersection
points
Average Delay for Southbound Approach at # 19
Wolfe Road/Project Access
15 seconds/vehicle
23 seconds/vehicle
+ 8 seconds/vehicle
Average Delay for Southbound Approach at #20
Wolfe Road/ Pruneridge Avenue
9 seconds/vehicle
12 seconds/vehicle
+ 3 seconds/vehicle
Average Delay for Southbound A proach at #21
9 seconds/vehicle
23 seconds/vehicle
+ 14 seconds/vehicle
Wolfe Road/I-280 Ramps (north)
Average Delay for Northbound Approacdh at # 19
16 seconds/vehicle
17 seconds/vehicle
+ 1 second/vehicle
Wolfe Road/Project Access Intersection
Average Delay for Northbound Approach at #20
Wolfe Road/ Pruneridge Avenue
38 seconds/vehicle
39 seconds/vehicle
+ 1 second/vehicle
Average Delay for Northbound A proach at #21
5 seconds/vehicle
5 seconds/vehicle
0 seconds/vehicle
Wolfe Road/I-280 Ramps (north)
Average Delay for Westbound Approach at #21
47 seconds/vehicle
118 seconds/vehicle
+ 71 seconds/vehicle
Wolfe Road/I-280 Ramps (north)'
Travel Time for Vehicles Exiting Site from the
14:49
9:33
- 5:16
Garage to Travel to the Northbound I-280 On -Ramp
Travel Time for Vehicles Traveling South on Wolfe
Road to Travel to the Southbound I-280 On -Ramp
2:25
3:31
+1:06
(from end of Queue at Main Driveway)
Total Vehicle Hours of Delay for Exiting
(Westbound) Vehicles at #19 Wolfe Road/Project
365 hours
213 hours
- 152 hours
Access Intersection
Total Vehicle Hours of Delay for Non -Apple vehicles
97 hours
141 hours
+ 44 hours
Traveling South on Wolfe Road
Notes:
a Delay information is presented for worst 15 minutes, while travel time information presented is for average travel time
over entire hour.
b Difference between 2 and 3 left -turn lanes expressed as 3 left -turn results minus 2 left -turn results.
Not 100% because downstream congestion due to added traffic has spillback effect.
d In previous sections, the average delay for the total intersection has been presented. For the purpose of this analysis select
approach delays are presented, which include the average delay for vehicles on a specific intersection approach. Approach
delays can be different than the total intersection delay and are not used for impact assessment.
Source: Fehr & Peers, May 2013.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx(06/03/13) P UBLIC REVIEW DRAFT 417
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
With the two-lane configuration the travel time for vehicles leaving the project site during the PM
peak hour would be approximately 55 percent higher and change from about 9.5 minutes to nearly 15
minutes, which would result in a total increase in delay of 152 hours. However, Apple employees
would be expected to adjust their schedules to leave during less congested time periods, so that the
actual delays may be lower. Plus, the project sponsor could implement measures to manage exiting
traffic flows, thus further reducing the delay for vehicles leaving the project site. The volume of
vehicles turning left with only two left turns would be lower during each traffic signal cycle, resulting
in less of an impact to the corridor operations on Wolfe Road.
Therefore, a two-lane configuration would mitigate the potential for unsafe vehicle movements out of
the site and on Wolfe Road. In addition, it would result in fewer overall delays along the Wolfe Road
corridor and lower delays and queue spillback at the I-280 northbound off -ramp compared to the
three -lane option. Furthermore, it would improve pedestrian comfort and access in the area through
the provision of shorter crossing distances.
Impact TRANS -23: Based on City of Cupertino standards, the design of the project with three
left -turn lanes on the Wolfe Road driveway approach would cause a substantial increase in
conflicts due to vehicles weaving on Wolfe Road between the driveway and the I-280 ramps in
order to merge and align into the correct lanes to enter the freeway upon exiting the campus.
(SU)
Mitigation Measure TRANS -23: At the main project driveway on Wolfe Road, the project
sponsor shall reduce the number of left turn lanes from three to two. This would reduce the
weaving on southbound Wolfe Road between the driveway and the I-280 northbound on-ramp
since there would be, at most, a one -lane lane change in order for drivers to align themselves to
the correct lane. (LTS)
I-280 Overcrossing. The Wolfe Road overcrossing of I-280 has two travel lanes in each
direction for a total of four travel lanes. The project would add a considerable amount of traffic to the
overcrossing, particularly in the northbound direction during the morning peak period and the
southbound direction in the evening peak period. A large percentage (over 30 percent) of the project
traffic is projected to come from the north on I-280. In the morning this traffic would use the I-280
southbound off -ramp at Wolfe Road and make a left -turn to access the project site via the I-280
overcrossing. In the PM peak hour, the vehicles returning to northbound I-280 would not use the
overcrossing, since the I-280 northbound on-ramp is located before (north of) the overcrossing. The
VISSIM analysis was used to determine whether the four -lane overcrossing could accommodate the
added project traffic. The results showed that there would be added vehicular delay and queuing with
project traffic; however, excessive queuing and delays would not occur.
The VISSIM model was used to assess the changes in traffic operations with the addition of a third
northbound lane on the overcrossing. The results showed that the third lane would not improve
operations appreciably because more than half of the northbound traffic would be entering the project
driveway and therefore would use the two right -most lanes; only a small percentage of the traffic
would use the third lane. Therefore, it was determined that the overpass with four travel lanes would
be sufficient to accommodate the projected growth on the Wolfe Road I-280 overcrossing.
C:\Users\AWeins[ein\DesktopTinal TIA\5i-Transpmia[ion.docx (06105113)PUB%IC REV,[EWDRAFT 418
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
In addition, the VISSIM model was used to assess the changes in traffic operations with the addition
of a third southbound lane. During the PM peak period, the southbound I-280 loop on-ramp from
southbound Wolfe Road was assumed to be metered at a metering rate close to the maximum rate
allowed by Caltrans.19 With this assumption, the VISSIM model showed some queuing on south-
bound Wolfe Road at the overcrossing; however queues were not observed to extend more than
halfway on the overcrossing and were not observed to occur frequently.
Tantau Avenue Evaluation. The project would construct two new signalized intersections on
Tantau Avenue. The primary new signal would be the second major project driveway (429), located
approximately 700 feet south of the existing 428 Tantau Avenue/Pruneridge Avenue intersection.
Additionally, a signal is proposed at the egress point to the Transit Center north of the Pruneridge
Avenue intersection (428). The VISSIM analysis was used to evaluate two questions related to the
Tantau Avenue corridor:
• How would the addition of the new signalized intersections on Tantau Avenue affect
operations of the corridor?
How would the changes in lane-drops/additions affect corridor operations?
The VISSIM microsimulation results to these two items are discussed below.
Added Signalized Intersections. The results of the VISSIM analysis show that Tantau Avenue
would operate acceptably with the added intersections.
Tantau Avenue/Vallco Parkway Intersection. A significant amount of queuing would occur in
the southbound direction with the existing geometries at the 431 Tantau Avenue/Vallco Parkway
intersection. Adding a right -turn lane on southbound Tantau Avenue at Vallco Parkway would reduce
vehicle congestion and queuing on southbound Tantau Avenue. Table V.I-15 summarizes the travel
time results without and with the recommended improvement for southbound vehicles from the
Tantau Avenue main campus driveway to Vallco Parkway.
Table V.I-15: PM Peak Hour Travel Times on Southbound Tantau Avenue
Southbound Tantau Avenue Geometries at Vallco Parkway #31
Shared Through/Right-Turn Lane Dedicated Right -Turn Lane
8:24 4:21
Notes:
a Travel time from Tantau Avenue main campus driveway to west of Tantau Avenue/Vallco Parkway intersection.
Source: Fehr & Peers, May 2013.
There would be a substantial increase in travel time and delays without the addition of a dedicated
southbound right -turn lane at the 431 Tantau Avenue/Vallco Parkway intersection.
19 Ramp metering rates are established based on the combination of freeway operations and queue spill -back onto
local streets. Generally, if queues are detected on local streets, the metering rates are increased to contain the queues on the
ramps themselves and to minimize impacts to the local streets.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 419
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -24: Completion of the proposed project would cause excessive vehicle queues
on the southbound Tantau Avenue at Vallco Parkway based on City of Cupertino standards.
(S)
Mitigation Measure TRANS -24: The project sponsor shall provide a dedicated southbound
right -turn lane at the Tantau Avenue/Vallco Parkway intersection. (LTS)
Tantau Avenue/Pruneridge Avenue Intersection. As proposed, the northbound approach at the
428 Tantau Avenue/Pruneridge Avenue intersection would have one through lane and one approxi-
mately 100 -foot right -turn pocket. During the PM peak hour an even number of vehicles are projected
to use both the through and right -turn lanes (approximately 600 vehicles each). Though the model
shows that this intersection generally operates well, queues do occasionally spill back to the 429
Tantau/Project Access intersection. As a condition of approval it is recommended that the northbound
right -turn pocket be extended to the 429 Tantau Avenue/Project Access intersection to provide for
better operations along the Tantau Avenue corridor.
Condition of Approval CA -TRANS -1: Apple shall extend the northbound right -turn pocket at
428 Tantau Avenue/Pruneridge Avenue to the 429 Tantau Avenue/Project Access intersection
(approximately 600 feet) to provide for improved operations along the Tantau Avenue corridor.
Evaluation of Freeway Ramps. The VISSIM simulation analysis was also conducted to evaluate
impacts of the project on the operations of I-280/Wolfe Road on and off -ramps. The addition of
project traffic would cause excessive queuing on the Wolfe Road/I-280 off -ramps that would extend
onto the freeway mainline.
Impact TRANS -25: As part of the project, the project sponsor would widen the northbound I-
280 off -ramp at Wolfe Road to accommodate two lanes and reduce excessive queue spillback
onto the freeway. If Caltrans does not approve this improvement, excessive queue spillback
would occur (City of Cupertino). (S)
Mitigation Measure TRANS -25: The project sponsor shall widen the northbound I-280 off -
ramp at Wolfe Road to accommodate two lanes. The project sponsor would need to work with
City staff, VTA, and Caltrans to plan, design and construct the widening with all funding
provided by the project sponsor. The off -ramp is under Caltrans jurisdiction. Therefore, the
City of Cupertino cannot ensure the implementation of the proposed mitigation measure; thus
the impact is considered significant and unavoidable. (SU)
Impact TRANS -26: As part of the project, the project sponsor would widen the southbound I-
280 off -ramp at Wolfe Road to accommodate two lanes and reduce excessive queue spillback
onto the freeway. If Caltrans does not approve this improvement, excessive queue spillback
would occur (City of Cupertino). (S)
Mitigation Measure TRANS -26: The project sponsor shall widen the southbound I-280 off -
ramp at Wolfe Road to accommodate two lanes. The project sponsor would need to work with
City staff, VTA, and Caltrans to plan, design, and construct the widening with all funding
provided by the project sponsor. Widening of the freeway off -ramp to accommodate a second
off -ramp lane and shoulder would likely require the removal of existing landscaping in front of
the soundwall. The feasibility of this mitigation measure cannot be assured and the off -ramp is
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 420
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
under Caltrans jurisdiction. Therefore, the City of Cupertino cannot ensure the implementation
of the proposed mitigation measure and the impact is considered significant and unavoidable.
(SU)
Evaluation of Adjacent Driveway Conditions. The Cupertino Village has a driveway on
Wolfe Road that is directly north of/adjacent to the new project driveway intersection. Vehicles
exiting the driveway might try to maneuver across the three southbound through lanes to access the
left -turn lanes to turn into the project site or make a U-turn, resulting in hazardous conditions for
vehicles. Additionally, during the peak commute periods, the southbound traffic volumes are high and
may create queues that effectively block driveway access, which could potentially lead to impatient
drivers merging into traffic when there are insufficient gaps. This driveway should be restricted to
right turns in only or closed due to its proximity to the new signalized intersection.
Impact TRANS -27: The proposed location of the project driveway intersection on Wolfe Road
and the associated congestion would result in hazards for vehicles exiting the southernmost
Wolfe Road driveway to the Cupertino Village shopping center (City of Cupertino and CEQA).
(S)
Mitigation Measure TRANS -27: The southernmost driveway to the Cupertino Village should
be closed or restricted to right -turns in only. With this mitigation the impact would be less -
than -significant. (LTS)
Evaluation of Pedestrian Facilities. The project would provide new facilities around and in
the immediate vicinity of the project site to improve pedestrian access. The main pedestrian improve-
ments include enhancing or adding detached sidewalks (separated from the roadway by landscaping)
at:
• South side of Homestead Road between Wolfe Road and Tantau Avenue.
• West side of Tantau Avenue between Homestead Road and Vallco Parkway.
• North side of Vallco Parkway between Tantau Avenue and Wolfe Road.
• East side of Wolfe Road between Vallco Parkway and Homestead Road.
In addition, the project would modify the Wolfe Road I-280 overcrossing to enhance pedestrian
crossings at the freeway interchange. The project improvements at the Tantau Avenue overcrossing
will make it a better location for pedestrians to cross I-280.
Aspects of the project that would adversely affect pedestrian circulation include:
Proposed widening of Wolfe Road and Tantau Avenue to accommodate project vehicle
trips
• Added intersections where project vehicles would enter the project site from Wolfe Road
and Tantau Avenue
• Closure of Pruneridge Avenue
Potential impacts related to pedestrian conditions are discussed below.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 421
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
919 Wolfe Road/Project Access Intersection. The project would add anew signalized
intersection on Wolfe Road to accommodate the main driveway. The intersection lane configuration
changes that would be implemented as part of the project include two northbound right -turn lanes into
the project site. During the morning peak hour approximately 1,640 vehicles are projected to make
this movement into the project site; the flow of right -turn vehicles is projected to be steady through-
out the peak hour. There would be a crosswalk across the east leg of the Wolfe Road/Project Access
intersection, and pedestrians would have a pedestrian phase to cross the project driveway at the same
time as the northbound through- and right -turn movements. However it would be difficult for pedes-
trians to cross the dual right -turn lanes, since they would need to rely on vehicles yielding to them. In
addition, the double right -turn lanes increase the chance of multiple threat collisions, where a pedes-
trian enters the traffic lane in front of a stopped right -turning vehicle in the outside lane and is struck
by another right -turning vehicle in the inside turn lane because the stopped vehicle blocks the line of
sight between the pedestrian and the driver of the striking vehicle.
Ideally, a separate pedestrian phase would be provided (i.e., pedestrians would get a green light and
all conflicting vehicle movements a red light) to allow pedestrians to cross the east leg of the intersec-
tion. However, this separate phase would have secondary effects on vehicles as it would lead to
additional congestion and queues in an already -congested corridor. Alternatively, a leading pedestrian
phase (i.e., pedestrians would get a pedestrian walk indication several seconds before the vehicle
traffic) should be provided to allow pedestrians to enter the crosswalk before turning vehicles.
A single right -turn lane into the site would have fewer pedestrian impacts. However, the volume of
vehicles projected to turn right into the site from Wolfe Road would exceed that capacity of a single
right -turn lane. Alternatively, if the site had additional driveways on Wolfe Road and/or Homestead
Road, the project traffic volumes would be more dispersed among the driveways and single right -turn
lanes could be sufficient to accommodate driveway access. However, the provision of multiple
driveways would not meet the project's objective of creating a secure campus and were therefore
excluded in the project design recommendations.
The project would widen Wolfe Road to accommodate its added traffic. The added lanes would
increase the pedestrian crossing distance of Wolfe Road on the north leg of the Project Access (419)
intersection (where there currently is no crosswalk) and the south leg of the Pruneridge Avenue (420)
intersection (where there currently is a crosswalk). Pedestrians would need to cross a total of eight
vehicle lanes and two bike lanes on the north leg of the Project Access (#19) intersection and ten
vehicle lanes and two bike lanes on the south leg of the Pruneridge Avenue (420) intersection on
Wolfe Road. Pedestrian refuge islands between the northbound through and right -turn lanes would
allow pedestrians to cross the intersection in stages. However, they would increase the overall
pedestrian crossing distance at an already large intersection and therefore were not included in the
intersection design.
Additionally, the project includes two inbound (eastbound) lanes, a median, and four outbound
(westbound) lanes, for a total of six lanes on the east leg of the 419 Wolfe Road/Project Access
intersection. The six lanes would increase the crossing distance and the exposure of pedestrians to
vehicular traffic as compared with the current configuration at Pruneridge Avenue. The new 419
Wolfe Road/Project Access intersection, along with the double right -turn lanes into the site, would
interfere with pedestrian accessibility to the site and adjoining areas.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 422
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -28: The provision of two northbound inbound right -turn lanes and six lanes on
the east leg of the Wolfe Road/Project Access intersection with the associated high traffic
volumes would interfere with pedestrian accessibility to the site and adjoining areas (City of
Cupertino). (S)
Mitigation Measure TRANS -28: To lessen the impact the project sponsor shall install a "Yield
to Peds" sign that is activated by a pedestrian push button. Additionally, the project shall install
a high visibility crosswalk (i.e., with ladder striping) at the east leg of the Wolfe Road/Project
Access intersection to help make the crosswalk more prominent. These treatments would lessen
the impact, but would not mitigate the impact to a less -than -significant level as pedestrian
access would still be impeded. (SU)
Tantau Avenue/Access Intersection Crosswalks. The project would add a new signalized
intersection on Tantau Avenue (429) to accommodate access to the main project site. The intersection
would have crosswalks across the north, east, and west legs of the intersection. A crosswalk across
the south leg is not provided, because under standard signal operations, pedestrians crossing the south
leg on Tantau Avenue would have a walk phase at the same time as the eastbound vehicular traffic.
The eastbound approach is proposed to have two right -turn lanes; therefore the chance of multiple
threat collisions (as discussed above) would be increased. The alternative pedestrian path via the
crosswalk at the north leg of the intersection provides sufficient access for pedestrians across Tantau
Avenue at the Project Access Driveway.
Pedestrian Access to the Project Site. As proposed, the project site would contain a security
fence surrounding a portion of the campus. Pedestrian access for employees would be accommodated
at:
• Wolfe Road at the west entrance;
• Homestead Road at the Corporate Fitness Center;
• Tantau Avenue, 20 feet north of the Transit Center; and
• Tantau Avenue at the intersection of Tantau Avenue and Pruneridge Avenue.
Pedestrian access to the Phase 2 buildings would be shared with vehicular traffic at the following
locations: signalized driveway entrance on Tantau Avenue south of Calabazas Creek; and three
driveways east of Tantau Avenue.
Therefore the site would have adequate pedestrian access and no mitigation measures are required.
Pruneridge Avenue Geometries at Wolfe Road and Tantau Avenue. With the closure of
Pruneridge Avenue just east of The Hamptons' driveway, the roadway geometries on Pruneridge
Avenue at the Wolfe Road intersection (420) would be modified. Specifically, Pruneridge Avenue
would be narrowed to provide one eastbound lane and in the westbound direction one left -turn lane
plus one shared through/right-turn lane. Bike lanes would be provided in both the eastbound and
westbound directions. Currently Pruneridge Avenue has six travel lanes and two bike lanes. The
proposed modifications would reduce the pedestrian crossing distance from six to three vehicle travel
lanes.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 423
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
The roadway geometries at the Tantau Avenue/Pruneridge Avenue intersection (428) would be
modified to eliminate the southbound right -turn lane and the northbound left -turn lane. Additionally,
the east leg of Pruneridge Avenue would have one right -turn lane and one left -turn lane, eliminating
the westbound through lane on Pruneridge Avenue. With the elimination of the through lane,
Pruneridge Avenue would be narrowed from four lanes to three lanes at the intersection, reducing the
pedestrian crossing distance. Pedestrian access impacts between Wolfe Road and Tantau Avenue due
to the proposed closure of Pruneridge Avenue are discussed in a later section.
Tantau Avenue Uncontrolled Crosswalks. The project would provide two new crosswalks on
Tantau Avenue: (1) near Forge Drive just north of the Transit Center and (2) just south of the Transit
Center. These crosswalks would be at uncontrolled locations (i.e., there are no stop signs or signals)
and vehicles frequently do not stop at uncontrolled crossings even though they are legally required to
yield to pedestrians. Apple is proposing to install enhanced crosswalks (which include high visibility
crosswalks, pedestrian activated rapid rectangular flashing beacons (RRFB), high visibility striping or
pavement treatment) to help make the crosswalks more prominent. To provide adequate pedestrian
amenities Apple, as a condition of approval, should be required to install the enhanced crosswalks.
I-280 Ramp Intersections at Wolfe Road Crosswalks. There are six I-280 ramps at Wolfe Road;
they include:
• Northbound I-280 Diagonal On -Ramp from southbound Wolfe Road
• Northbound I-280 Loop On -Ramp from northbound Wolfe Road
• Northbound I-280 Off -Ramp
• Southbound I-280 Diagonal On -Ramp from northbound Wolfe Road
• Southbound I-280 Loop On -Ramp from southbound Wolfe Road
• Southbound I-280 Off -Ramp
For all six locations, the crosswalks at the ramps are marked with two white parallel lines (standard
crosswalk markings); however the existing crosswalk markings are faded and with the added conges-
tion in the Wolfe Road corridor due to project traffic, it is recommended that the ramp crosswalks be
improved and incorporate the design elements outlined below:
• To minimize crossing distances for pedestrians, the crosswalk should be placed
perpendicular to freeway on -ramps
• Provide high visibility ladder striping crosswalks
• Provide directional curb ramps for all crosswalks
• Provide advanced yield limit lines at multi -lane crosswalks (off -ramp locations), per the
discussion below.
Additional treatments would also be needed at the southbound I-280 loop on-ramp from southbound
Wolfe Road where visibility of and for pedestrians is poor. Additional measures to improve the sight
distance to an industry standard of 250 feet for a 35 mph roadway include:
• Replace existing fence on overcrossing with one that has better transparency;
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 424
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
• Trim and maintain vegetation on northwest corner of the Wolfe Road/I-280 southbound
loop on-ramp;
• Improve the ramp to relocate the crosswalks and move it further north along the ramp; and
• Add pavement legend to indicate pedestrian crossing.
Impact TRANS -29: The increased traffic volume at the I-280 ramps with Wolfe Road would
create a challenging condition for pedestrians that currently does not exist (City of Cupertino).
(S)
Mitigation Measure TRANS -29: To enhance the pedestrian environment and lessen the pedes-
trian impact at the six I-280 ramps with Wolfe Road, the project sponsor shall provide enhanced
crosswalks at all ramp crosswalks. Additionally, for the I-280 southbound loop on-ramp, the
project sponsor shall design, construct, and fund the following to improve the sight distance to
an industry standard of 250 feet for a 35 mph roadway include:
• Replacing existing fence on overcrossing with one that has better transparency;
• Trimming and maintaining vegetation on northwest corner of the Wolfe Road/I-280
southbound loop on-ramp;
• Redesigning the ramp to move the crosswalk further north; and
• Adding a pavement legend to indicate pedestrian crossing.
The treatments would lessen the impact, but would not mitigate the impact to a less -than -
significant level, as the increased vehicular volumes would still exist. Further, the feasibility of
this mitigation measure cannot be assured as the on-ramp is under Caltrans jurisdiction.
Therefore, the City of Cupertino cannot ensure the implementation of the mitigation measure.
(SU)
Evaluation of Bicycle Facilities. Similar to the pedestrian enhancements, the project would
provide several new facilities around and in the immediate vicinity of the project site to improve
bicycle access. The main bicycle improvements would be located along Wolfe Road and Tantau
Avenue between Homestead Road and Vallco Parkway as well as the north side of Vallco Parkway
between Wolfe Road and Tantau Avenue. The bicycle improvements include:
• Adding or providing buffered bike lanes;
• Installing intersection crossing markings through major intersections along Wolfe Road;
• Installing striped green bike lanes through critical areas of potential vehicular conflict; and
• Installing bike boxes and/or two-stage turn queue boxes for:
C Southbound left -turns from Wolfe Road onto eastbound Pruneridge Avenue;
C Westbound left -turns from Pruneridge Avenue onto southbound Tantau Avenue; and
Northbound left -turns from Tantau Avenue into the Tantau Security Reception
opposite Pruneridge Avenue.
In addition, the project would modify the Wolfe Road and Tantau Avenue I-280 overcrossings to
enhance bicycle crossings at the freeway interchange. The proposed project would maintain all
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 425
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
existing bicycle facilities in the study area, with the exception of the bike lanes on Pruneridge
Avenue. Bicycle access impacts due to the closure of Pruneridge Avenue are discussed in a later
section. The proposed bicycle enhancements are considered adequate; no other mitigation measures
are required.
Evaluation of Transit Facilities. Apple would provide its own shuttle service to facilitate
employee travel throughout the Bay Area. With the proposed TDM Program, Apple's shuttle service
would likely expand. However, there are several public transit lines that serve the project area, which
would likely experience increased transit ridership with the proposed project.
The existing load factors (average number of riders per trip) for Bus Routes 23, 26, 55, 81, 101, 182,
and 328 were provided by VTA. Buses have capacities of 38 seats. VTA Bus Route 23 between De
Anza College and the Alum Rock Transit Center has the highest average peak load factor among all
the bus routes that serve the project site. The average load factor for the bus stops for Bus Route 23
near the project site is 0.32, which means about 32 percent of the bus seats are taken or about 25 seats
are available. For all other bus routes the load factors are 0.27 or lower (27 or more available seats) or
lower.
Based on data collected at Apple's existing Infinite Loop campus and the buildings south of Mariam
Avenue, approximately 1.5 percent of existing commute trips to Apple are made using public transit.
Assuming a similar commute trend for the proposed project, approximately 138 employees (9,156
added employees x 1.5 percent) are expected to use public transit to access the site at project buildout.
Assuming that all bus riders would sit (as opposed to stand) during their trip, the proposed project
would generate demand for the equivalent of four buses (138 employees/38 seats). The bus routes
serving the site currently have a total of 143 available seats (143 available seats is the actual sum of
available seats for Routes 26 and 81 during PM peak hour) and therefore available capacity to
accommodate the added passenger load. In the near term, the transit service within the immediate
project area has additional available capacity, and additional trips generated by the proposed project
could be accommodated by existing bus service. Therefore, the project would have a less -than -
significant impact on VTA bus routes in the project vicinity.
The project is not anticipated to have a significant impact on other transit facilities and services, such
as Caltrain, since the anticipated project -related ridership would be low and the distance between the
project site and those transit facilities is relatively high.
Facilities to Support Increased Transit Ridership. The project, by increasing employment,
could induce transit demand and increase ridership of VTA's Bus Route 26 and other bus routes
around the project site. In addition, congestion on local streets could slow transit service. Currently
there is a bus stop for Route 26 on northbound Wolfe Road just north of Pruneridge Avenue, where
the new main driveway would be located. The project would relocate the bus stop north of the
proposed driveway approximately 200 feet north of its current location. A bus stop for Route 26 is
provided in the southbound direction near the north-west corner of the 420 Wolfe Road/Pruneridge
Avenue intersection and also at the south-west corner of the 418 Wolfe Road/Homestead Road
intersection. Currently, both bus stops include an exposed bench, but no other transit amenities. With
this project, these bus stops would be consolidated into one bus stop, north of Pruneridge Avenue,
between the two existing bus stops.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 426
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Existing transit stops in the project area typically exhibit only the minimum amount of amenities
required by VTA standards. As these stops are also used by Apple Transit vehicles, adding amenities
would benefit the community as well as Apple employees. Potential amenities include:
• Specialized sign poles;
• Illuminated signs including line numbers and shuttle services;
• Passenger shelters;
• Benches;
• Trash receptacles;
• Real-time information panels;
• Schedule, fare, and service information;
• Lighting; and
• Landscaping.
These amenities would increase the attractiveness of both VTA transit and Apple Transit within the
surrounding community, helping reduce vehicle trips to and through the area. VTA has expressed a
desire for these types of amenities at stops near the proposed campus site, particularly considering the
projected number of employees working at Apple Campus 2. Amenities such as shelters, effective
lighting, and benches that complement the surrounding architecture and landscape would be
consistent with VTA desires and plans to improve street frontages in the project area and mitigate the
effects of the increased delays to transit operations on Wolfe Road and other roadways with transit
service.
Impact TRANS -30: The added traffic on Wolfe Road and around the project site would result
in increased congestion and could induce transit demand and increase transit ridership in the
area, which currently has minimal transit stop amenities (VTA). (S)
Mitigation Measure TRANS -30: The project sponsor shall upgrade transit stops along Wolfe
Road between Stevens Creek Boulevard and Homestead Road, on Vallco Parkway between
Wolfe Road and Tantau Avenue, on Tantau Avenue between Stevens Creek Boulevard and
Homestead Road, and on Homestead Road between Tantau Avenue and Wolfe Road. (LTS)
Evaluation of Pruneridge Avenue Closure. The proposed closure of Pruneridge Avenue
between Wolfe Road and Tantau Avenue would have significant impacts on pedestrian, bicycle, and
transit access because it would interfere with accessibility for these travel modes and eliminate
existing pedestrian and bicycle facilities. The closure would eliminate an approximately 0.5 -mile
segment of Pruneridge Avenue to public access. Pruneridge Avenue is a collector road that parallels
Homestead Road and Stevens Creek Boulevard and that provides an alternative east -west connection
between Cupertino and San Jose. While the bicycle and pedestrian counts show relatively low rates of
non -motorized travel along Pruneridge Avenue, the closure of the street would create impacts to the
general connectivity of the area, forcing bicyclists and pedestrians to use streets with higher vehicular
traffic volumes and higher average speeds, and could, therefore, discourage non -motorized travel.
The length of the detour would vary by individual depending on their starting location and their
ultimate destination. For instance, bicyclists and pedestrians traveling to Vallco Shopping Center
from the vicinity of Tantau Avenue and Pruneridge Avenue would experience minimal disruptions in
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 427
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
travel time or distance. However, persons traveling by bicycle or foot from The Hamptons to the
Pruneridge Avenue bike lane east of Tantau Avenue (in order to access the two parks in the vicinity —
Westwood Oaks Park and Jenny Strand Park) would experience longer travel distances (a detour of
0.6 miles in length) and correspondingly longer travel times. The impacts of the Pruneridge Avenue
closure on each of the travel modes are described below.
Pedestrians and Bicycles. Pedestrians from the neighborhood in Santa Clara to the east of the
project site who have a destination to the west of Wolfe Road (such as the Cupertino Village Shop-
ping Center) would have to detour around the site using Tantau Avenue, Homestead Road and Wolfe
Road to reach their destination. There are pedestrian facilities, such as sidewalks and crosswalks,
along the detour route; however, increasing the travel distance by 0.6 mile would discourage pedestri-
ans from walking and could result in a shift to driving. To mitigate this significant impact the project
would need to provide a pedestrian connection across the project site that is approximately the same
length as the connection via Pruneridge Avenue. Such a pedestrian connection has been determined to
be infeasible due to Apple's privacy and security requirements.
Although the impact cannot be directly and fully mitigated with the project, Apple could improve the
condition resulting from the route closure by contributing funds to study potential off-site pedestrian
and bicycle improvements that would partially mitigate the impact. There are currently two opportuni-
ties for trail connections in the vicinity: (1) Calabazas Creek trail and (2) along the drainage channel
south of I-280 between the existing Apple Infinite Loop campus area and Vallco Parkway. The first
opportunity includes a publicly accessible multi -use path along the Calabazas Creek, to the north and
south of Apple Campus 2 (although not through the Apple Campus due to security concerns). The
southern segment would connect to the sidewalks and bicycle lanes on Vallco Parkway and to the
proposed I-280 trail (discussed below). The northern segment would connect to the sidewalks and
bicycle lanes on Homestead Road. These connections would benefit Apple employees both for
commuting and recreation, as well as the public. The construction of a bicycle/pedestrian entrance for
employees only at the southern leg of the Calabazas Creek trail under I-280, could also be added, if
determined to be feasible.
The second opportunity is an east -west multi -use path along I-280. The route would extend from
Tantau Avenue to De Anza Boulevard and would run along the existing irrigation right-of-way along
I-280 and along existing surface streets near the Vallco Shopping Mall. If possible, the pathway
should be built on the side of the sound wall opposite the freeway to limit noise and increase the
attractiveness of the trail. Landscaping, lighting, and clear signage are also important to reduce any
perceived isolation of the path.
Impact TRANS -31: The proposed closure of Pruneridge Avenue between Wolfe Road and
Tantau Avenue would have significant impacts on pedestrian access because it would reduce
accessibility for pedestrians and eliminate existing pedestrian facilities (City of Cupertino). (S)
Mitigation Measure TRANS -31: Implement Mitigation Measures PLAN -2 and PLAN -3. The
multi -use paths and the pedestrian improvements proposed as part of the project would lessen
the impact, but would not mitigate the impact to a less -than -significant level as the elimination
of existing pedestrian facilities would still occur. (SU)
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 428
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Impact TRANS -32: The proposed closure of Pruneridge Avenue between Wolfe Road and
Tantau Avenue would have significant impacts on bicycle access because it would reduce
accessibility for bicyclists and eliminates existing bicycle facilities (City of Cupertino). (S)
Mitigation Measure TRANS -32: Implement Mitigation Measure PLAN -2 and PLAN -3. The
multi -use paths and bicycle improvements proposed as part of the project would lessen the
impact, but would not mitigate the impact to a less -than -significant level as the elimination of
existing bicycle facilities would still occur. (SU)
Transit. Currently, VTA local Bus Route 81 travels in the eastbound direction on Pruneridge
Avenue between Wolfe Road and Tantau Avenue. Route 81 has two stops on this segment of
Pruneridge Avenue: (1) near the intersection with Wolfe Road, and (2) by the current main entrance
to the existing campus on the project site. Route 81 is the only transit service that is provided on the
section of Pruneridge Avenue that is proposed to be closed to public access. Thus, the proposed
project would necessitate a rerouting of Route 81's trip along Pruneridge Avenue.
Currently, Route 81 only accesses Pruneridge Avenue in the eastbound direction from northbound
Wolfe Road, where it then turns left onto Tantau Avenue, and then right onto Homestead Road
towards the City of Santa Clara. Apple has worked with VTA to determine the appropriate re-route of
Route 81. Based on the current plans, Route 81 would travel along Vallco Parkway (instead of
Pruneridge Avenue) to access Tantau Avenue and then connect to its current route north of Prune -
ridge Avenue. The travel distances for the Pruneridge Avenue and Vallco Parkway routes are approx-
imately the same; thus the reroute would have a less -than -significant impact in terms of adding to
travel distance .20
With the reroute, existing bus stops on Pruneridge Avenue that are easily accessible to residents of
The Hamptons apartment community would be removed. The nearest bus stops for The Hamptons
apartment community residents would be located near the Wolfe RoadNallco Parkway or Tantau
Avenue/Pruneridge Avenue intersections. Currently approximately 50 people board Route 81 at the
stop adjacent to The Hamptons. Accessibility to Route 81 would be significantly reduced for
Hamptons residents and others using the stop with implementation of the project and would be
considered significant and unavoidable.
Impact TRANS -33: The proposed closure of Pruneridge Avenue and associated reroute of
Route 81 to Vallco Parkway would significantly reduce transit access for The Hamptons
residents (City of Cupertino). (S)
Mitigation Measure TRANS -33: There are no feasible mitigation measures to restore transit
access to Route 81 for The Hamptons residents, therefore the impact is considered significant
and unavoidable. (SU)
Access Evaluation for the Hamptons Apartment Community. With the closure of
Pruneridge Avenue between The Hamptons apartment community driveway and Tantau Avenue, the
vehicles traveling on the roadway between Wolfe Road and the apartment community driveway
20 Newgren, Steve, 2012. Transit Service Development Supervisor, VTA. Personal communication with Manish
Dalia, Civil Engineer, Arup. April 16.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 429
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
would primarily be traffic from The Hamptons apartment community. The project would provide an
exit for unauthorized vehicles onto Pruneridge Avenue about 300 feet east of the Wolfe Road
intersection. However, since the access point is limited to exiting visitors who are not authorized to
enter the site, the amount of traffic added to Pruneridge Avenue is projected to be minimal.
When entering or exiting The Hamptons apartment community driveway, drivers would no longer
have any conflicting movements (i.e., drivers turning left out of the driveway would not have to yield
to through volumes on Pruneridge Avenue) and the driveway would essentially have free flow
conditions.
The only travelers to/from The Hamptons apartment community that would be significantly affected
by the project are those that currently travel to/from the east on Pruneridge Avenue. As discussed
previously, these travelers would have to travel west to Wolfe Road and around the project site to
access their eventual destinations. For all modes the detour is approximately 1.1 miles. This detour is
relatively short for vehicle travel. The significant impact would occur to pedestrians and bicyclists
that would have to travel around the project site. This detour could add about 10 to 15 minutes to a
pedestrian's trip. There are no feasible mitigation measures to reduce this impact to a less -than -
significant level due to Apple's security and privacy concerns.
Impact TRANS -34: The proposed closure of Pruneridge Avenue between Wolfe Road and
Tantau Avenue would have significant impacts on access to The Hamptons for those with
destinations east of Tantau Avenue (City of Cupertino). (S)
Mitigation Measure TRANS -34: There are no mitigation measures to reduce the impact to a
less -than -significant level. Implementation of Mitigation Measure TRANS -32 would lessen the
impact, but not to a less -than -significant level. (SU)
Emergency vehicles would be able to continue to access the apartment community from the Wolfe
Road/Pruneridge Avenue intersection. With the closure of Pruneridge Avenue, emergency vehicles
would be able to access the apartment community via the Tantau Avenue/Project Access driveway
and an emergency access gate at the southeast corner of The Hamptons. With the provision of the
secondary emergency vehicle access from Tantau Avenue the impact to emergency access at The
Hamptons apartment community is considered less than significant.
Evaluation of Potential Neighborhood Intrusion. The proposed project has the potential to
add traffic to residential streets in adjacent neighborhoods. This potential would be heightened if
intersection operations immediately adjacent to the project site deteriorate to unacceptable levels and
vehicle drivers look for alternate routes to access the project site. Areas identified for potential cut -
through traffic evaluation include the area north of Homestead Road in Sunnyvale and the area to the
east of Tantau Avenue in Santa Clara. The potential for cut -through traffic in each of these two
neighborhoods is discussed below.
Sunnyvale Neighborhood North of Homestead Road. Residents in Sunnyvale have in the past
voiced concern that local roadways such as Swallow Drive, Quail Avenue, and Peacock Avenue, have
been used to bypass the 418 Wolfe Road/Homestead Road intersection. Each of these roadways is a
north -south two-lane local residential street. The existing campus buildings on the site have four
driveways onto Homestead Road. Two of these driveways are restricted to right turns in and out,
while the other two are full access driveways with left -turn inbound lanes from Homestead Road. The
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 430
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
project would close all these driveways and only allow for vehicle site access via Wolfe Road and
Tantau Avenue. With this site access configuration, some of the identified north -south cut -through
routes would become less attractive, especially Peacock Avenue, since vehicles would still have to
use Wolfe Road and Tantau Avenue to access the site.
Quail Avenue has the greatest potential for cut -through traffic since it is the north leg of the 427
Tantau Avenue/Homestead Road intersection (i.e., Tantau Avenue is called Quail Avenue north of
Homestead Road). If drivers want to avoid the Wolfe Road/Homestead Road intersection they could
turn left from Wolfe Road onto Marion Way or Inverness Way (both of which are signalized intersec-
tions) to travel to Quail Avenue to access the project driveway on Tantau Avenue. However, based on
the project trip assignment, only 30 AM peak hour and 8 PM peak hour vehicles are expected to make
the southbound left -turn movement from Wolfe Road onto Homestead Road. A 20 percent diversion
of project trips from the intersection would result in six additional peak hour vehicles on Quail
Avenue during the morning peak hour. Based on this assumption (which likely overestimates the
potential for cut -through trips), the amount of cut -through traffic in the Sunnyvale neighborhood to
the north would be negligible, and therefore less than significant.
Santa Clara Neighborhood East of Tantau Avenue. A traffic calming study undertaken by the
City of Santa Clara (now suspended) evaluated Hillsdale Avenue and De Soto Avenue as potential
cut -through routes to avoid the 435 Lawrence Expressway/Pruneridge Avenue intersection. This
potential cut -through route could be used by vehicles traveling eastbound on Pruneridge Avenue to
turn right onto southbound Hillsdale Avenue to eastbound De Soto Avenue to access southbound
Lawrence Expressway. De Soto Avenue only has right turn in and out access at Lawrence Express-
way, so this potential cut -through route is only viable for outbound traffic from the project site.
Approximately 50 and 250 project vehicles during the AM and PM peak hours, respectively, are
estimated to make the eastbound right -turn movement to southbound Lawrence Expressway at the
435 Lawrence Expressway/Pruneridge Avenue intersection. The geometries at this intersection
facilitate access from Pruneridge Avenue to southbound Lawrence Expressway as the right -turn
movement is channelized with an approximately 150 -foot section to allow vehicles to merge into
southbound traffic. Access to the right -turn lane would be blocked by eastbound through queues
greater than seven cars. Intersection analysis results for the Background Plus Project scenario for the
435 Lawrence Expressway/Pruneridge Avenue intersection indicates that the eastbound through
queues would extend back for six vehicles. There is enough capacity to allow for the eastbound right -
turn movements to access the turn lane under these conditions. Therefore the potential for cut -through
traffic in this area is less than significant.
Summary. The potential cut -through routes for the neighborhood to the north of Homestead
Road in Sunnyvale and to the east of Tantau Avenue in Santa Clara do not represent routes that are
superior to routes on the main arterials and collectors. Therefore, the potential for cut -through traffic
would not rise to the level of a significant impact. However, travel behavior is hard to predict;
therefore in the conditions of approval for the project, the City should consider requiring Apple to set
aside funds to monitor cut -through traffic and potentially install traffic calming measures, should
significant levels of cut -through traffic occur due to implementation of the proposed project. Both the
City of Sunnyvale and Santa Clara have traffic calming programs that should be considered when
evaluating the need for traffic calming measures.
While not required as mitigation for the project, the City should consider adopting the following
Condition of Approval to ensure that neighborhood cut -through traffic is minimized:
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 431
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Condition of Approval CA -TRANS -2: Apple shall fund neighborhood cut -through traffic
monitoring studies and provide fees to implement needed traffic calming improvements to
minimize neighborhood cut -through traffic. The City of Santa Clara and City of Sunnyvale
Traffic Calming Programs should be considered when evaluating traffic calming measures.
Based on conversations with the two cities, Apple shall provide up to $250,000 for the City of
Santa Clara and up to $500,000 for the City of Sunnyvale for neighborhood cut -through
improvements and parking intrusion measures (see CA -TRANS -3).
The details of the neighborhood parking and traffic intrusion monitoring program will be
determined in consultation with the cities of Sunnyvale and Santa Clara when the Conditions of
Approval are established. The monitoring program shall include the following items: (1)
identifying the monitoring areas (roadways where the monitoring will occur); (2) setting
baseline conditions (number of parked vehicles and traffic volumes on the roadways); (3)
determining thresholds for parking and traffic volume increases requiring action (per Santa
Clara and Sunnyvale Traffic Calming Programs); (4) establishing the monitoring schedule; and
(5) creating reporting protocols. The baseline conditions shall be established prior to but within
1 year of initial occupancy. Monitoring would then occur annually for 5 years.
Evaluation of Parking for Vehicles and Bicycles. This section of the analysis evaluates on-
site parking for the proposed project and provides a comparison to City parking requirements. The
proposed parking supply is also compared to the parking demand rates derived from the Infinite Loop
campus and the buildings south of Man am Avenue.
Vehicle Parking Supply Requirement. Section 19.124.040 of the City of Cupertino's Municipal
Code defines off-street parking requirements. Based on the City's Municipal Code, office develop-
ments, including corporate, administrative, and general multi -tenant office buildings, are required to
provide vehicle parking at a rate of one space per 285 square feet. With this parking ratio, the project
would need to have 12,000 parking spaces (3,420,000 square feet/285) However, the Parking Ordi-
nance recognizes that in Planned Development zones, in which the project is located, the parking ratio
may be used as a guideline. In order to determine the appropriate number of parking spaces for the
Campus, the results of a parking survey conducted to determine the actual parking demand at the
existing Apple Campus at One Infinite Loop and adjacent Mariam Avenue campuses were used. The
Infinite Loop Campus includes a 300 -seat auditorium, 785,000 square feet of office space and a
company store. The Infinite Loop site has approximately 2,600 parking spaces, which includes a 134 -
space visitor parking area. The parking survey indicated that the parking demand for the Infinite Loop
campus and the buildings south of Mariam Avenue is 0.82 spaces per employee. The Infinite Loop
parking demand includes a 28 percent TDM program participation rate and the parking demand for
visitors to the Infinite Loop campus and the buildings south of Mariam Avenue. On average the
Infinite Loop campus and the buildings south of Mariam Avenue has 200 daily visitors with a high of
400 visitors (these visitors are at the Campus at various times of the day; they are not there at the
same time). The peak visitor period is between noon and 3:00 p.m.
Mitigation Measure TRANS -9b requires Apple to improve its TDM program participation rate to 34
percent for the project, with a commensurate reduction in peak hour vehicle trips (a 6 percent point
increase), as a mitigation for project impacts. Accounting for the 6 percent increase in TDM
participation from 28 percent to 34 percent, the resulting parking demand for Apple Campus 2 is
expected to be 0.77 spaces per employee (0.82*0.94). This parking demand rate, when applied to the
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 432
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
14,200 employees at Apple Campus 2, results in a total parking requirement of 10,934 spaces for
daily operations for the proposed campus.
Proposed Parking Supply. The proposed Apple Campus 2 Project includes 3,420,000 square
feet of office space, a 100,000 -square -foot Corporate Fitness Center, and a 1,000 -seat Corporate
Auditorium. Apple proposes to build the associated parking spaces in two phases. As proposed, Phase
1 includes the construction of 2,820,000 square feet of office space housing 12,000 employees, the
1,000 -seat Corporate Auditorium, the Corporate Fitness Center, ancillary facilities and associated
parking. Apple is proposing to provide 9,180 spaces (7,352 uni-size, 1,594 compact, 128 accessible
spaces) in Phase 1. Apple also proposes to provide valet parking assist services in the Tantau Parking
Structure on a daily basis, which would allow an additional 60 cars to be parked at that site. This
would allow 9,240 vehicles to be parked for the 12,000 employees that would occupy Phase 1 on
regular business days.
About 600,000 square feet of office and research and development space, housing 2,200 employees,
and associated parking would be constructed as part of Phase 2. Apple is proposing to provide 1,740
parking spaces (1,715 uni-size and 25 accessible spaces) in Phase 2. Parking for a total of 10,980
vehicles would be provided at the completion of Phase 2. Table V.1- 16 summarizes the proposed
parking supply for the proposed project.
The proposed parking supply conforms to the parking demand of 0.77 spaces per employee discussed
above, assuming that Apple achieves a 34 percent TDM participation rate as required per Mitigation
Measure TRANS - 9b. The parking demand includes about 300 guest parking spaces. Since the Apple
Campus 2 Project would consolidate many of Apple's complementary divisions at this location, the
number of visitors to Apple Campus 2 is expected to be lower than the number of visitors to the
Infinite Loop campus. Therefore, while visitor parking spaces comprise 5.2 percent of the total
number of available spaces at the Infinite Loop campus and the buildings south of Mariam Avenue,
they would comprise 2.75 percent of the total number of parking spaces available (not including valet
parking spaces) at Apple Campus 2.
Table V.I-16: Proposed Vehicle Parking Supply
Parking Type
Phase 1
Phase 2
Total
Uses
2,820,000 s.f. office
1,000 seat Auditorium
100,000 s.f. Fitness Center
600,000 s.f. office
3,420,000 s.f. office
1,000 seat Auditorium
100,000 s.f. Fitness Center
Employees
12,000
2,200
14,200
Total Parking Spaces Provided
9,180
1,740
10,920
Employee
Uni-size
7,052
1,670
8,722
Compact
1,594
0
1,594
Accessible
128
25
153
Visitor
Um -size
300
0
300
Media Trucks
0
45
45
Valet Parking Provided
60
0
60
Total Vehicular Parking Provided
9,240
1,740
10,980
Total Vehicular Parking Required a
9,240
1,694
10,934
Notes:
a Parking requirement calculates based on number of employees multiplied by a parking rate of 0.77 spaces per employee.
Source: Fehr & Peers, May 2013.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 433
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Special Event Parking. Apple estimates that a maximum of 350 guests would be invited to visit
the Corporate Auditorium on event days. The rest of the seats would be used by employees who are
either on-site or would travel to the campus by Apple shuttles. The approximately 350 invited non -
Apple employee guests would be directed to park in the 810 -space North Tantau Parking Structure.
The site would be staffed with Apple security personnel to direct guests to the appropriate parking
facilities, assist the Police Department with traffic control, and direct guests to the Corporate
Auditorium
In addition, Apple expects that it would need 45 parking spaces for media trucks to park and provide
coverage on event days. These 45 spaces would be provided in the parking lot immediately south of
the intersection of Pruneridge Avenue and Tantau Avenue. This parking lot would serve a new
building (that would be demolished as part of Phase 2) that has a maximum occupancy of 110
employees. The parking demand for this building is 90 spaces (0.82* 110 = 90). There are currently
247 spaces provided in that parking lot (157 more spaces than needed based on the current employ-
ment level). Thus the use of 45 parking spaces for media trucks as part of Phase 1 would not
compromise the parking supply for the building located south of the intersection of Pruneridge
Avenue and Tantau Avenue. As part of Phase 2, parking would be developed to serve all Phase 2
facilities, along with media trucks.
Evaluation of Potential Neighborhood Parking Intrusion. Limiting the amount of parking can
be an effective tool to manage the number of people that drive to the project site. However, the
project would need to manage its parking effectively, since under -parking a site could lead to
secondary impacts with vehicles parking in surrounding neighborhoods.
An increase in demand for neighborhood parking could make it more difficult to find available
parking in residential and commercial neighborhoods surrounding the project site, which could have
secondary environmental impacts due to additional driving in the neighborhood to find parking.
There are several areas in the immediate vicinity of the project site where employees could attempt to
park if proposed on-site parking facilities do not fully meet project -related parking demand or prove
to be too inconvenient (e.g., long waiting times to drive in or out of the parking garages). These areas
include:
• Cupertino Village and Linnet Lane west of Wolfe Road. Direct pedestrian connections are
provided to Linnet Lane through the Cupertino Village shopping area. Both the Cupertino
Village and Linnet Lane are within a short (less than 0.2 mile) walk and accessible via the
signal and crosswalks at the proposed Wolfe Road/Project Access intersection.
• Nightingale Avenue, Meadowlark Lane, and Leighton Way north of Homestead Road. The
project proposes to provide a pedestrian access point to the project site on Homestead Road
opposite Nightingale Avenue that is easily accessible with a short (approximately 0.3 mile)
walk via the signal and crosswalks at Wolfe Road/Homestead Road intersection.
• Forge Drive and the existing office uses at the southeast corner of Homestead Road/Tantau
Avenue. The project proposes to provide two mid -block crosswalks on Tantau Avenue
between Homestead Road and Pruneridge Avenue that could encourage employees to park
in these areas and take a short (less than 0.1 mile) walk to access the project site.
• Meadow Avenue, Shasta Drive, Melody Lane, and Giannini Drive north and south of
Pruneridge Avenue just east of Tantau Avenue. These neighborhood streets are easily
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 434
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
accessible with a short (approximately 0.3 mile) walk via the signal and crosswalks at
Tantau Avenue/Pruneridge Avenue.
Parking restrictions prohibiting parking for unauthorized vehicles are already posted at the commer-
cial and office parking lots (Cupertino Village and office uses at the southeast corner of Homestead
Road/Tantau Avenue). Thus employees are subject to being towed if they park in these areas.
Forge Drive currently has no parking restrictions and could provide the most easily accessible off-site
parking opportunity. Thus, parking should be prohibited on Forge Street or at least limited to one to
two hours to discourage Apple employees from parking on the street.
The proposed parking supply for the project would conform to the parking demand of 0.77 spaces per
employee, assuming that Apple achieves a 34 percent TDM participation rate as required by
Mitigation Measure TRANS -9b. However, if the 34 percent TDM participation rate is not met, the
parking supply on the project site may be inadequate.
Impact TRANS -35: The project may result in a parking shortfall if Apple does not achieve a 34
percent TDM participation rate. (S)
Mitigation Measure TRANS -35: Implement Mitigation Measure TRANS -9b. (LTS)
With adoption of Mitigation Measure TRANS -9b, the project site would have sufficient parking and
the parking impact would be considered less than significant.
Implementation of CA -TRANS -3, below, would further reduce the effects of the project on parking
supply, but would not be required to ensure adequate parking supply on the site.
Condition of Approval CA -TRANS -3: If parking spillover is identified as a problem as part of
annual parking monitoring, Apple shall provide a detailed parking management strategy for
review and ultimate approval by the City. The parking management strategy should show
conclusively that the parking supply provided on the site would meet the expected demand
(both for daily operations and special events). Examples of the types of strategies Apple may
include in the parking management strategy include the following:
• Periodic surveys to measure Apple employee parking demand rates
• Employee education campaigns
• Periodic monitoring of employee parking on streets surrounding the project site which
includes license plate checks
• Parking cash -out program
• Additional valet parking assistance beyond that currently proposed with the project
• Additional personnel and signage to direct parking during special events
• Other TDM measures to discourage single -occupancy driving and reduce parking demand
on the site
If spillover parking in nearby neighborhoods occurs even after implementation of the measures
above, the following should be implemented:
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 435
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
• Parking restrictions on Forge Drive implemented by the City with funding from Apple for
design and physical improvements (such as signs, striping, curb painting, etc.) and
construction/installation of all such measures.
• Provision of additional parking spaces on-site to meet the parking demand, to the satisfac-
tion of the City. Such additional parking would be subject to supplemental environmental
review.
• Implementation or funding of a neighborhood parking permit program, signage, curb
painting, or other parking restriction measures.
As a condition of approval, Apple shall provide up to $250,000 for the City of Santa Clara and up to
$500,000 for the City of Sunnyvale for needed parking intrusion measures and neighborhood cut -
through improvements (see CA -TRANS -2).
The details of the neighborhood parking and traffic intrusion monitoring program will be determined
in consultation with the cities of Sunnyvale and Santa Clara when the Conditions of Approval are
established. The monitoring program should include the following items: (1) identifying the monitor-
ing areas (roadways where the monitoring will occur); (2) setting baseline conditions (number of
parked vehicles and traffic volumes on the roadways); (3) determining thresholds for parking and
traffic volume increases requiring action (per Santa Clara and Sunnyvale Traffic Calming Programs);
(4) establishing the monitoring schedule; and (5) creating reporting protocols. The baseline conditions
should be established prior to but within 1 year of initial occupancy. Monitoring would then occur
annually for 5 years.
Bicycle Parking. The City's Municipal Code (Section 19.100.040) requires office uses to
provide bicycle parking at a rate of 5 percent of the vehicle -parking requirement. This would require
the project to provide 600 bicycle parking spaces (12,000 x 0.05 = 600). Based on information
provided by Apple, it would supply 600 bicycle parking spaces for bicycle commuters, in addition to
over 1,800 bicycle parking spaces for its bike share program that allows employees to use bicycles to
travel between Apple Campus 2 and Infinite Loop campuses, as well as the R&D uses along Tantau
Avenue.
Based on data collected at Apple's existing Infinite Loop campus and the buildings south of Mariani
Avenue, approximately 3 percent of existing commute trips are by bicycle. Assuming a similar
commute trend for the proposed project, approximately 430 employees (14,200 total employees x
0.03) would bicycle to the site. Thus the bicycle parking supply of 600 spaces (as required by the
Municipal Code) should be sufficient to meet the site's bicycle parking demand.
VTA's TIA Guidelines recommend that 75 percent of bicycle parking be Class I parking facilities and
25 percent be Class 11 facilities. Class I facilities protect the entire bicycle from theft, vandalism, and
inclement weather and are appropriate for long-term storage. Examples include bike lockers, rooms
with key access, guarded parking areas, and valet/check-in parking. Class II parking facilities include
bicycle racks to which the frame and at least one wheel can be secured with a user -provided lock.
Thus, of the 600 spaces, 450 should be Class I and the remaining 150 should be Class II bicycle
facilities. To be effective, bicycle parking should be placed such that: 1) security is maximized; 2)
pedestrian circulation is not adversely affected; and 3) parking spaces can be used to their maximum
design capacity.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 436
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
The VTA Bicycle Technical Guidelines21 provide guidelines on the placement of bicycle parking.
Generally, Class II facilities should be located within 50 feet of building entrances and Class I
facilities should be placed on hard all-weather surfaces. Apple should consult the guidelines and the
City should review the final design and placement of the on-site bicycle parking facilities. With the
provision of these bicycle parking facilities the project would meet City and VTA guidelines.
Evaluation of Parking Garage Access. As discussed previously, the project site is proposed to
be a secure campus, with security gates at all vehicle, bicycle, and pedestrian access points. Access to
the parking garage off Wolfe Road and Tantau Avenue would be monitored via security plazas that
use proximity sensors for badge detection for employees to enter the site. The Wolfe Road security
plaza would have six lanes and the Tantau Avenue security plaza would have three lanes where
employees can enter the site. The security plaza would be able to accommodate 600 vehicles per hour
per lane at each entry point. Thus, the main Wolfe Road driveway could accommodate 3,600 vehicles
per hour (6 lanes x 600 vehicles per hour) and the Tantau Avenue driveway could accommodate 2,400
vehicles per hour (4 lanes x 600 vehicles per hour). The inbound traffic and usage of the security plaza
would be the highest during the AM peak hour. The project trip assignment assumes that
approximately 2,210 and 915 vehicles would access the Wolfe Road and Tantau Avenue driveways,
respectively. Thus, assuming that security plaza operations can accommodate 600 vehicles per hour
per lane, the proposed access to the site should be sufficient to accommodate the projected project
traffic without queuing onto Wolfe Road or Tantau Avenue and additional mitigation measures are not
necessary.
Evaluation of Transit Center. The proposed project includes a Transit Center for use by
Apple's shuttle service. The Transit Center would be located on the west side of Tantau Avenue about
halfway between Homestead Road and Pruneridge Avenue. The Transit Center would be in a semi-
circular form with an entry driveway at the north end and an egress driveway to the south. The egress
driveway would be signalized to provide protected left -turn movements out onto Tantau Avenue.
The new Transit Center would include eight transit vehicle parking bays, including five spaces for 45 -
foot coaches and three spaces for 25 -foot sprinter vans. Each parking bay would allow independent
vehicle movement (i.e., buses would not block each other as can occur at curbside bus pullouts). The
anticipated service is approximately 76 transit coaches/shuttles in the PM peak hour, resulting in a
total of 152 transit trips (76 inbound and 76 outbound transit trips). Based on information provided by
Apple, the Transit Center bays would be approximately 50 percent occupied at any given time during
the PM peak hour. Apple's analysis indicated that sufficient shuttle bus berthing capacity would be
provided to accommodate the anticipated frequency based on three-minute average dwell times; no
additional mitigation measures are required.
Fehr & Peers conducted intersection LOS analysis using the TRAFFIX software program at the
Transit Center driveways under Background and Cumulative plus Project conditions. Table V.I-17
summarizes the results of the LOS calculations for the Transit Center driveways.
21 Santa Clara Valley Transportation Authority, 2007. Bicycle Technical Guidelines. December.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 437
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Table V.I-17: Transit Center Driveway Level of Service
Notes:
AM = morning peak hour; PM = afternoon peak hour
b Whole intersection weighted average control delay expressed in seconds per vehicle for the signalized egress intersection
and approach delay presented for the unsignalized ingress intersection
LOS = Level of Service
Source: Fehr & Peers, May 2013.
Based on the transit bay loading information provided by Apple and the LOS calculations presented
in Table V.I-17, the Transit Center would have sufficient capacity to accommodate passenger loading
and unloading and coaches/shuttles would not queue back onto Tantau Avenue.
Evaluation of Special Event Traffic. The Corporate Auditorium would contain fixed seating
for 1,000 people. The auditorium would primarily be used for product releases, press briefings, and
internal corporate activities. There would be no public use of the auditorium, and it would not be
rented for private events. Apple anticipates that the auditorium would be used for these types of
events approximately three to four times per year. The North Tantau Parking Structure adjacent to the
Corporate Auditorium would contain 750 parking spaces and 60 valet parking spaces (a total of 810
parking spaces) on the east side of Tantau Avenue. Corporate Auditorium parking is addressed in the
parking section above.
The North Tantau Parking Structure would be located on the northeast corner of the 428 Tantau
Avenue/Pruneridge Avenue intersection. Visitors would park on the east side of Tantau Avenue and
then cross the road to access the auditorium. One access driveway is proposed off Pruneridge Avenue
and one off Tantau Avenue opposite the egress driveway for the Transit Center. Of the 750 spaces,
350 would be reserved for guests. This means that up to 350 vehicles would be concentrated around
the Tantau Avenue/Pruneridge Avenue intersection; while at the same time approximately 350 people
would try to cross the roadway for larger special events to occur approximately three to four times per
year (the remaining 650 seats would be reserved for Apple employees who would walk to the audito-
rium or take Apple shuttles). To ensure efficient and safe movements of both vehicles and
pedestrians, Apple would provide traffic management/crossing guards during special events.
Intersection operations of special events were not evaluated as part of this analysis. To limit potential
impacts, events should be scheduled, if possible, so that visitors do not have to arrive during the peak
commute periods (7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 7:00 p.m.). Additionally, special events are
only scheduled to occur approximately three to four times a year, or about once a quarter. So any
potential traffic impacts would be temporary impacts and would not rise to a significant level.
Evaluation of Left -Turn Pocket Queuing. The addition of project traffic along the roadway
network has the potential to add vehicles to left -turn movements such that the left -turn queue would
exceed the turn pocket storage length. Queues that exceed the turn pocket storage length have the
potential to impede through traffic movement along an approach. Potentially affected intersections
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 438
Background Plus
Cumulative Plus
Project Conditions
Project Conditions
Transit Center Driveway
Peak Hour
Dela
LOS`
DelaybLOS`
Ingress (north)
AM
8.7
A
8.7
A
— unsi nalized
PM
8.4
A
8.4
A
Egress (south)
AM
5.5
A
5.5
A
— signalized
PM
11.8
B
11.8
B
Notes:
AM = morning peak hour; PM = afternoon peak hour
b Whole intersection weighted average control delay expressed in seconds per vehicle for the signalized egress intersection
and approach delay presented for the unsignalized ingress intersection
LOS = Level of Service
Source: Fehr & Peers, May 2013.
Based on the transit bay loading information provided by Apple and the LOS calculations presented
in Table V.I-17, the Transit Center would have sufficient capacity to accommodate passenger loading
and unloading and coaches/shuttles would not queue back onto Tantau Avenue.
Evaluation of Special Event Traffic. The Corporate Auditorium would contain fixed seating
for 1,000 people. The auditorium would primarily be used for product releases, press briefings, and
internal corporate activities. There would be no public use of the auditorium, and it would not be
rented for private events. Apple anticipates that the auditorium would be used for these types of
events approximately three to four times per year. The North Tantau Parking Structure adjacent to the
Corporate Auditorium would contain 750 parking spaces and 60 valet parking spaces (a total of 810
parking spaces) on the east side of Tantau Avenue. Corporate Auditorium parking is addressed in the
parking section above.
The North Tantau Parking Structure would be located on the northeast corner of the 428 Tantau
Avenue/Pruneridge Avenue intersection. Visitors would park on the east side of Tantau Avenue and
then cross the road to access the auditorium. One access driveway is proposed off Pruneridge Avenue
and one off Tantau Avenue opposite the egress driveway for the Transit Center. Of the 750 spaces,
350 would be reserved for guests. This means that up to 350 vehicles would be concentrated around
the Tantau Avenue/Pruneridge Avenue intersection; while at the same time approximately 350 people
would try to cross the roadway for larger special events to occur approximately three to four times per
year (the remaining 650 seats would be reserved for Apple employees who would walk to the audito-
rium or take Apple shuttles). To ensure efficient and safe movements of both vehicles and
pedestrians, Apple would provide traffic management/crossing guards during special events.
Intersection operations of special events were not evaluated as part of this analysis. To limit potential
impacts, events should be scheduled, if possible, so that visitors do not have to arrive during the peak
commute periods (7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 7:00 p.m.). Additionally, special events are
only scheduled to occur approximately three to four times a year, or about once a quarter. So any
potential traffic impacts would be temporary impacts and would not rise to a significant level.
Evaluation of Left -Turn Pocket Queuing. The addition of project traffic along the roadway
network has the potential to add vehicles to left -turn movements such that the left -turn queue would
exceed the turn pocket storage length. Queues that exceed the turn pocket storage length have the
potential to impede through traffic movement along an approach. Potentially affected intersections
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 438
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
were selected for this evaluation in consultation with the City and based on existing operations and
approaches where the project would add a substantial volume of traffic. Table V.1- 18 presents
intersections that would experience queues that would exceed the left -turn pocket storage length.
Table V.1- 18 also identifies improvements for those pockets where the queue would exceed the
storage capacity.
Table V.I-18: Left -Turn Vehicle Evaluation
a Pocket and queue lengths reported in feet.
b Existing and Existing Plus Project queues can be adequately served by current pocket
Source: Fehr & Peers, May 2013.
Secondary impacts associated with the removal of trees that are protected under the City of Cupertino's
Tree Protection Ordinance could occur with some of the median modifications proposed to accommo-
date added queue storage lengths. Impacts BIO -1 and BIO -3 in Section V.D, Biological Resources,
addresses these potential secondary impacts.
Evaluation of Emergency Vehicle Access. Emergency vehicles would be able to access the
project site via the two main driveways off Wolfe Road and Tantau Avenue. Additional emergency
vehicle access would be provided via Homestead Road at the proposed Corporate Fitness Center and
via Tantau Avenue at the Corporate Auditorium. The number of access points is sufficient to
accommodate emergency vehicle ingress to the project site. Apple has been working closely with the
City's fire code officials to ensure that the project has sufficient emergency vehicle access. Apple
P:\COC 1101 Apple 2 Camp,,s\PRODUCTS\DEIR\Public\5i-Transpoita[ion.docx (06/03/13) P UB%IL' REVIEW DRAFT 439
Projected Queue Length'
Existing
Background
Cumulative
Pocket
Available
(Time
Pocket
(Existing
(Background
(Cumulative
Intersection
of Da
Length a
+Project)
+Project
+Project
Improvement
Reduce median width on
De Anza Boulevard/
WB
250
350
475
Stevens Creek Boulevard east
8
Stevens Creek Blvd
(PM)
190
(300)
(425)
(550)
of intersection to
accommodate lengthening of
one left -turn lane.
Wolfe Road/
WB
125
125
125
Remove parking and restripe
18
Homestead Road
(AM)
225
(250)
(250)
(250)
to extend left -turn pocket on
Homestead Road.
Wolfe Road/
WB
200
225
250
Remove parking and restripe
18
Homestead Road
(PM)
225
(325)
(350)
(350)
to extend left -turn pocket on
Homestead Road.
Reduce median on Wolfe
23
Wolfe Road/
SB
155
100
200
275
Road north of intersection to
Vallco Parkway
(AM)
(175)
(275)
(375)
accommodate lengthening of
left -turn pocket.
Reduce median on Wolfe
23
Wolfe Road/
SB
155
100
375
975
Road north of intersection to
Vallco Parkway
(PM)
(150)b
(425)
(1,100)
accommodate lengthening of
left -turn pocket.
27
Tantau Avenue/
WB
290
225
200
200
Restripe to extend left -turn
Homestead Road
(AM)
(275)b
(325)
(325)
pocket on Homestead Road.
Reduce median on Stevens
Tantau Avenue/
EB
150
225
225
Creek Boulevard west of
31
Stevens Creek
(AM)
200
(225)
(300)
(300)
intersection to accommodate
Boulevard
lengthening of left -turn
pocket
a Pocket and queue lengths reported in feet.
b Existing and Existing Plus Project queues can be adequately served by current pocket
Source: Fehr & Peers, May 2013.
Secondary impacts associated with the removal of trees that are protected under the City of Cupertino's
Tree Protection Ordinance could occur with some of the median modifications proposed to accommo-
date added queue storage lengths. Impacts BIO -1 and BIO -3 in Section V.D, Biological Resources,
addresses these potential secondary impacts.
Evaluation of Emergency Vehicle Access. Emergency vehicles would be able to access the
project site via the two main driveways off Wolfe Road and Tantau Avenue. Additional emergency
vehicle access would be provided via Homestead Road at the proposed Corporate Fitness Center and
via Tantau Avenue at the Corporate Auditorium. The number of access points is sufficient to
accommodate emergency vehicle ingress to the project site. Apple has been working closely with the
City's fire code officials to ensure that the project has sufficient emergency vehicle access. Apple
P:\COC 1101 Apple 2 Camp,,s\PRODUCTS\DEIR\Public\5i-Transpoita[ion.docx (06/03/13) P UB%IL' REVIEW DRAFT 439
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
should continue working with the City and get approval on the final site plan from the City's fire code
official.
The addition of project traffic is expected to increase congestion on Wolfe Road, Homestead Road,
and Tantau Avenue, especially during the morning and evening peak commute periods. The added
congestion would increase travel times for emergency vehicles on these access routes to the project
site. To address this issue, Apple would provide emergency vehicle pre-emption at signalized inter-
sections most likely to be used by emergency vehicles accessing the site (as required by Mitigation
Measure PSU-1).
Evaluation of Construction Impacts. Construction of the proposed project is anticipated to
occur over a 32 -month period once the project is approved. This section of the analysis qualitatively
addresses construction -related impacts, specifically as they relate to construction traffic and parking
demand. General recommendations on construction -related mitigations, such as limiting times when
trucks would be permitted to travel to/from the site and restricting routes to prevent neighboring
community impacts, are provided.
The City's Municipal Code (Section 11.32.010) defines the following roadway segments within the
project vicinity as truck routes:
• De Anza Boulevard within City limits
• Homestead Road between SR 85 and Lawrence Expressway
• Stevens Creek Boulevard from SR 85 to east City limits
• Tantau Avenue between Stevens Creek Boulevard and Homestead Road
• Wolfe Road between Stevens Creek Boulevard and Homestead Road
• Pruneridge Avenue between Wolfe Road and Tantau Avenue (segment to be closed with
project)
Thus all major access routes to the project site are designated as truck routes. In general, truck access
should be limited to those routes that provide the most direct access.
The project would likely generate a substantial amount of construction traffic, but most of it would
occur during off-peak hours. As shown in Table D-3 of Appendix B most of the study intersections
near the project site operate at LOS D or better under Background Conditions; however truck access
to the site should be restricted during peak commute times (7:00 a.m. to 9:00 a.m. and 4:00 p.m. to
7:00 p.m.) to minimize potential impacts to the surrounding roadway network operations.
Hexagon Transportation Consultants prepared a memorandum entitled Results of the Traffic Simula-
tion Analysis for the Construction Phase of the Proposed Apple Campus Project in the City of
Cupertino .22 The memorandum summarizes the simulation analysis of the traffic conditions that
would occur at and around the proposed project site during construction. Based on information
provided by Apple and its proposed construction plan, all truck access on Homestead Road would be
22 Black, G., and G. Del Rio, 2013. Memorandum to Dan Whisenhunt and John Hillegass from Hexagon
Transportation Consultants, Inc., Results of the Traffic Simulation Analysis for the Construction Phase of the Proposed
Apple Campus Project in the City of Cupertino. January 14.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 440
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
restricted and trucks would access the project site via the I-280/Wolfe Road interchange. Only
construction workers would access the project from the north from Wolfe Road and/or Homestead
Road. Overall, the simulation analysis shows that the existing roadway network has adequate capacity
at the Wolfe Road/Pruneridge Avenue and Tantau Avenue/Pruneridge Avenue intersections to serve
the projected truck traffic during the construction phase of the project. To minimize the effects of
construction traffic on residents of The Hamptons apartment complex, trucks accessing the site from
Wolfe Road would use the existing project site driveway on Wolfe Road north of the Wolfe Road/
Pruneridge Avenue intersection to enter the site. To exit the site onto Wolfe Road, construction traffic
would use Pruneridge Avenue. As a result of this analysis, no significant impacts related to
construction traffic were identified and no mitigation measures are required.
TDM Program Expansion. Apple is proposing to expand its TDM program and increase its
alternative mode share (percentage of employees traveling to the site via walking, bicycling, riding in
private shuttle or public transit vehicles, or ridesharmg) from the existing 28 percent. A target of 34
percent at full buildout has been identified as a reasonable target because it is considered aggressive
but achievable for office developments in suburban locations greater than '/2 mile from a rail station.
While higher alternative mode share rates have been established for a few corporate campuses, these
higher rates have generally been in areas more urban than Cupertino where there is a higher density of
transit facilities. The TDM target would be measured at the peak commute hours, when roadways are
most congested.
Project impacts at intersections and freeway segments can be mitigated by increasing the facility's
capacity through physical improvements or by reducing the amount of added project traffic through
TDM measures. At locations where there are no feasible physical mitigation measures to reduce
identified impacts to less -than -significant levels, the alternative mode share increase (and associated
vehicle trip reduction) to 34 percent can reduce the severity of the impact. In addition to reducing the
severity of intersection and freeway impacts, the TDM program expansion was also utilized in the
evaluation of the site's parking demand and associated parking supply.
The City evaluated the feasibility of a mitigation measure requiring a "trip cap." Under a trip cap,
once development of the project site generates trip volumes that exceed AM and PM peak -hour
values for triggering impacts to the transportation system, continued development and growth at the
project site would be halted. A trip cap was rejected as infeasible because it would conflict with a key
project objective of consolidating Apple's engineer and support personnel in one location. In addition,
such a trip cap would limit employment growth on the site, which would be undesirable to Apple and
the City for economic reasons and would conflict with a key project objective of developing a campus
that can accommodate 14,200 employees.
Instead, "peak trip counts" are established as the goals that would drive the full implementation of
TDM measures in order to reduce physical impacts on the transportation system. Peak trip counts,
which would be established for the AM and PM peak hours of adjacent street traffic, would help
determine if more robust TDM measures are required to reduce project traffic. In this way, peak trip
counts are used to establish mitigation and monitoring measures that address the project's impact on
the transportation system while allowing for planned growth within the site as part of the project.
Details ofMitigation Measure TRANS -9b. As part of Mitigation Measure TRANS -9b, Apple
would be required to expand its TDM program to achieve a 34 percent (i.e., a 6 percentage point peak
hour trip reduction) alternative mode participation rate and associated peak trip counts at full buildout
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UBLIC REVIEW DRAFT 441
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
and occupancy of 14,200 employees. The details of the implementation of Mitigation Measure
TRANS -9b are discussed in this section. The TDM program expansion component of Mitigation
Measure TRANS -9b includes some or all of the elements listed below. These elements include: (1)
new TDM measures already proposed to be added as part of the project, including TDM measures
already implemented by Apple under existing conditions that would be expanded as part of the
project; and (2) additional measures.
New and Expanded Project TDMMeasures. The following measures are new or expanded
measures that would be implemented as part of the project. Existing measures are presented in Table
V.I-6.
• Apple Transit. Expand Apple coach service areas and frequency, and provide priority drop-
off locations for transit users. Participation in Apple transit shall be measured and reported
in real time, with the goal of increasing mode share from 12 percent to 15 percent;
• Mass Transit Shuttle Links. Expand Apple shuttle services to include connections to future
high-capacity corridors such as VTA BRT lines, electrified Caltrain lines, and Santa Clara
BART extensions. The goal is to exceed the baseline 1-2 percent public transit mode share;
• Off Campus Bicycle Infrastructure. Improve off -campus bicycle infrastructure, including:
bike lanes, bike paths, high -visibility striping, bike boxes at key intersections and other
features to encourage safe cycling to and from the site. Strive to increase bicycle mode
share from 2 percent to 5 percent;
• Campus Walking/Cycling Commutes. Prioritize walking and cycling to the site for those
employees who live closest to the campus by providing more convenient pedestrian and
bicyclist access to the Main Building, providing bike lockers closest to the entrances of the
Main Building, and increasing the distance between on-site parking and work space (i.e.,
by accommodating much of the project parking underground or in structures, at a distance
from work space). Since the majority of proposed parking is not adjacent to office and
laboratory space, it is anticipated that the commute time for those employees in a 0 -5 -mile
radius of the project site would be less by bike and foot, than by car;
• Transit Center. Provide a Transit Center with an information desk for employees to retrieve
maps and information on alternative commute options. The information desk shall be easily
accessible from the Main Building;
Parking Monitoring System. Develop a parking monitoring system that would measure
individual parking space utilization and collect data to optimize other TDM programs. For
example, arrival time information shall help guide new shuttle schedules throughout the
Apple transit system. The system shall complement other TDM programs by identifying
open parking spaces in various zones and directing employees to the closest zone with an
open space, which can help reduce on-site congestion. Some of the data collected shall be
included in an annual parking utilization report submitted as part of TDM reporting;
• Expanded Bike -sharing Program. Apple shall provide at least 1,000 bikes within the
project site to enhance mobility and promote cycling as a viable commute option; and
Electric Vehicle Charging. Apple shall provide at least 300 charging spaces for electrical
vehicles.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 442
LSA ASSOCIATES, INC.
JUNE 2015
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Additional TDM Measures. If the measures listed above are ineffective in meeting the peak trip
counts goal, Apple shall implement additional measures until the peak trip counts goal is achieved.
Apple shall choose from among the following when selecting additional measures to meet the peak
trip counts goal:
• Expand Mobile Transit Applications. Provide real-time vehicle location and seat availabil-
ity for Apple transit. Integrate this information with data on fixed -route transit (including
VTA and Caltrain real-time arrival/departure times), comparative travel times, and parking
availability so employees have a single information source to compare travel options and
make informed mode choice decisions before they leave home or work;
• Visibility of Transit Stops. Improve signage and visibility of transit stops on/adjacent to the
project site beyond that already required by the Conditions of Approval;
• Increase Bicycle Awareness. Offer free clinics, classes, workshops, and other services, like
a bike kitchen, to prioritize bicycle -commuting to/from the project;
• Flexible Work Schedule. Apple shall enable a flexible work schedule in a way that is
compatible with its corporate culture. A flexible work schedule would shift trips away from
the AM and PM peak periods;
• Rewards Program. Develop a rewards/incentive program for alternative commute partici-
pants, such as free meals, car -share vouchers, products, and raffles for prizes;
• Reduced/Subsidized Bicycle Tune-ups. Offer free, or subsidized, bicycle tune-ups to
employees who regularly commute by bicycle;
• Real-time Ridesharing. Introduce real-time ridesharing to commute website and mobile
applications to maintain and expand the potential ride -sharing base of commuters. The goal
is to increase ride -sharing participation beyond 10 percent;
• Telecommuting. Encourage telecommuting where business practices allow;
• Car -sharing. Expand the campus car -sharing fleet and offer deeper discounts for those who
cycle and walk to work. Consider making the program free to further incentivize alternative
commute options;
• Universal Transit Passes. Offer universal transit passes to all employees (i.e., Caltrain GO
Pass or VTA Eco Pass); and
• Parking Cash -Out. Provide a parking cash -out program under which Apple provides
employees with a cash allowance in lieu of a parking space. For instance, Apple could
provide employees with a monthly cash benefit that is drawn down each day they use a free
parking space at the project site.
• Other Viable TDM Measures. Other TDM measures identified in consultation with the
City.
TDMProgram Monitoring. If the project is approved, Apple would be required to implement a
TDM program that increases its non -single -occupant vehicle mode share from 28 to 34 percent at full -
occupancy, resulting in an AM and PM peak -hour vehicle trip reduction of 6 percentage points. As
part of Mitigation Measure TRANS -9b, a robust monitoring program would be required to ensure that
this TDM program mitigation measure is implemented and that the required trip reduction is achieved.
The monitoring program would be subject to review and approval by the City of Cupertino. The TDM
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 443
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
monitoring program would start 6 months after occupancy of Phase 1. TDM monitoring shall occur
over the life of the project. The TDM monitoring program shall be conducted annually for the first 10
years. If the monitoring reveals that the peak trip counts have not been exceeded in the last 3 years of
the first 10 years of annual monitoring, the TDM monitoring shall be reduced to once every 2 years.
However, if any biennial report reveals that the peak trip counts have been exceeded, the monitoring
shall revert to annual monitoring until such times that the peak trip counts have not been exceeded for
three consecutive annual reports.
TDM Program Goal
The goal of the program is to ensure that the TDM program reduces the amount of traffic generated by
Apple Campus 2 buildings to fewer than 4,270 AM peak -hour vehicle trips and 4,400 PM peak hour
vehicle trips, where peak hours are defined as the time periods on the adjacent street with the highest
hourly volumes occurring during the morning and evening commute periods. The AM and PM peak
hour trips represent traffic generation estimates evaluated in this EIR with an additional 6 percentage
point reduction (using gross trip estimates from Table V.I-8: 4,544 AM peak hour trips x 94% _
approximately 4,270 AM peak trip count; 4,686 PM peak hour trips x 94% = approximately 4,400 PM
peak trip count).
Monitoring Program
The TDM program monitoring would consist of two main elements: (1) Summary of Implemented
TDM Measures to be provided by Apple, and (2) TDM Monitoring Report to be conducted by an
independent city -approved transportation planning/engineering firm. Each of these components is
described below.
1. Summary of Implemented TDM Measures
Apple would submit annual reports to the City describing the specific TDM measures that
are being implemented, the number of employees on site, and the success of the measures
expressed in AM and PM peak hour vehicle trips and vehicle trips per employee. The
report and data collection would be prepared based on established measurement and
monitoring guidelines created by Apple and the City prior to occupancy.
To determine the effectiveness of the expanded TDM program Apple shall collect the
following verifiable data and provide a report to the City (within 180 days of the date of the
first certificate of occupancy) and annually thereafter:
• Apple Transit Ridership - Counted electronically on vehicles and visually verified at
the transit center
• Public Transit Ridership - Counted at area VTA stops
• Cycling/Walking Volumes - Counted via bike/pedestrian entrances and verified using
security footage or in person
• Carpool Volumes - Counted at entrance plazas and verified via security footage
2. TDM Monitoring Report
An independent City -approved transportation planning/engineering firm would be retained by
the City to collect data and present the results of the monitoring program in a written report.
The data collection efforts would include vehicle counts conducted for all Apple Campus 2
driveways and/or parking facilities. Daily, hourly, and fifteen -minute period counts would be
taken at the driveways and/or parking facilities over a 2 -week period. Counts obtained during
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 444
LSA ASSOCIATES, INC. APPLE CAMPUS 2 PROJECT EIR
JUNE 2015 V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
the three midweek weekdays (Tuesday, Wednesday, Thursday) would be averaged. The trip
counts for the site driveways would be added together. Counts shall be performed between
mid-February and late May (before the end of the school year and not during school holidays
such as Spring Break) or between Labor Day and Thanksgiving week. Counts shall avoid
days immediately before or after holidays or long weekends, and shall not be performed on
days with inclement weather. Figure V.I-11 illustrates the required TDM monitoring process
to evaluate the project site's peak trip counts.
If the AM and PM peak hour trip generation of Apple Campus 2 is less than 4,270 AM peak -hour
vehicle trips and 4,400 PM peak -hour vehicle trips, no additional TDM measures would be required.
Trip rates expressed as AM and PM peak hour vehicle trips per employee would also be reported to
assess the vehicle trip -reducing effect of the measures in the current TDM program. The count results
would be divided by the number of employees on site. The results would be compared to the AM
peak hour rate of 0.32 vehicle trips per employee and PM peak hour rate of 0.33 vehicle trips per
employee, which represent the existing 28 percent alternative mode share at the Apple Infinite Loop
campus and the buildings south of Mariani Avenue. The target rates are 0.30 AM peak hour vehicle
trips per employee and 0.31 PM peak hour vehicle trips per employee. However, the peak trip counts
specified above will be the determining factors as to whether Apple has to implement additional TDM
measures.
Actions if TDM Program is Not Achieved
The City would notify Apple if one or both of the AM and PM peak hour vehicle trip counts (i.e.,
4,270 AM peak -hour vehicle trips and 4,400 PM peak hour vehicle trips) are exceeded, as described
above. Apple would be required to meet with the City to develop a plan and identify new TDM
measures to be added to achieve the peak trip counts. If Apple does not agree to implement the City
approved TDM measures, then Apple would be assessed a $5 per day per trip penalty (adjusted
annually starting in 2014 per the Consumer Price Index for All Urban Consumers in the San
Francisco -Oakland -San Jose area) for the monitoring period. Payments of these penalties are due to
the City within 30 days of issuance of an invoice with supporting documentation. The funds from
these penalties would be used at the City's discretion. Within 60 days Apple would be required to
meet with the City to reevaluate and identify City -approved new TDM measure to be implemented at
the project site. This cycle would continue until Apple agrees to implement City -approved TDM
measures.
Once Apple and the City agree on new TDM measures, Apple would implement these within 60 days
of the notification date. Follow-up counts, surveys, and/or collection of parking utilization data would
be conducted by an independent City -approved transportation planning/engineering firm 60 days after
the new measures are implemented to evaluate the effectiveness of the new TDM plan. If the peak
trip counts are still exceeded, Apple would pay a fee of $3 per day per extra vehicle trip shown in the
peak trip counts (adjusted annually staring in 2014 per the Consumer Price Index for All Urban
Consumers in the San Francisco -Oakland -San Jose area). The funds from these fees would be used to
provide for City-wide implementation of TDM programs and improvement of bicycle and pedestrian
facilities. Payments of these penalties are due to the City within 30 days of issuance of an invoice
with reasonable supporting documentation. After three months, Apple would be required to meet with
the City to identify City additional approved new TDM measures to be added. If Apple still is not
meeting the goal during the next annual monitoring period, penalties would be continued to be levied,
until the peak trip counts goal is met.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IL' REVIEW DRAFT 445
LSA ASSOCIATES, INC.
JUNE 2015
Monitoring Program Funding
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
Apple would pay the City for the annual monitoring costs including the cost to conduct monitoring
and City staff time to review the annual monitoring reports.
Monitoring Program Duration
Annual monitoring will be conducted for the first 10 years of the project. If in the last 3 years the trip
thresholds are not exceeded, the monitoring will change to an every other year cycle. However, if any
biennial report reveals that the peak trip counts have been exceeded, the monitoring shall revert to
annual monitoring until such times that the peak trip counts have not been exceeded for three
consecutive annual reports.
The project sponsor would be required to construct feasible physical mitigation measures for project -
specific impacts. These may include the relocation of existing utilities, relocation and/or upgrade of
existing traffic signal hardware and equipment, and other associated improvements in the rights-of-
way, including but not limited to traffic signal poles and cabinets, striping of crosswalks, etc.
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 446
1 year
Apple Occupies AC2 Campus
6 months
TDM Program Monitoring *
Meet PeakTrip Counts?
Yes
M
*Monitoring Details
Monitoring Schedule for Life of Project
Annual monitoring for first 10 years.
If in the last three years of the 10 years,the peak trip counts
are not exceeded, then monitoring is every other year.
If monitoring reveals that Apple exceeds the peak trip
counts,then annual monitoring will resume until they meet
the numbers for three consecutive monitoring periods.
Data Collection Periods
Conduct counts between:
Mid -February and late May, or
Labor Day and Thanksgiving week
Counts should not be conducted on:
Any school holidays
Days immediately before of after holidays or long weekends
Days with inclement weather
Additional TDM Measures:
• Consult with City
120 days Select measures from
Monitoring Program
• Implement measures
5 months Apple Agrees to Implement
TDM Measures?
Yes
within
,'60 days
Follow -Up Monitoring
=sr
o
LSA
SOURCE: FEHR & PEERS, APRIL 2013.
within
60 days
No
Apple Pays Penalty
$5/day/trip
for monitoring period
Apple Pays Fee
$3/day/trip
for monitoring period
City implements TDM measures for other
users within Traffic Catchment Area
I:ACOC1101 Apple Campus 21figures\Fig VI-ll.ai (5/3/13)
3 months
FIGURE VI -11
Apple Campus 2 Project EIR
TDM Monitoring
LSA ASSOCIATES, INC.
JUNE 2015
This page intentionally left blank.
APPLE CAMPUS 2 PROJECT EIR
V. SETTING, IMPACTS AND MITIGATION MEASURES
I. TRANSPORTATION AND CIRCULATION
P:\COC1101 Apple 2 Campus\PRODUCTS\DEIR\Public\5i-Transportation.docx (06/03/13) P UB%IC REVIEW DRAFT 448