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06-13-2024 Final BPC Packet BPC 06-13-2024 1 of 120 CITY OF CUPERTINO AGENDA lop CUPERTINO BICYCLE PEDESTRIAN COMMISSION 10185 North Stelling Road, Quinlan Conference Room Thursday,June 13, 2024 7:00 PM Special Meeting Members of the public wishing to observe the meeting may do so in one of the following ways: 1) Attend in person at Quinlan Community Center, 10185 N. Stelling Road 2) The meeting will also be streamed live on and online at https:Hyoutube.com/ecupertinocitycommission Members of the public wishing to comment on an item on the agenda may do so in the following ways: 1) Appear in person at Quinlan Community Center. 2) E-mail comments by 4:00 p.m. on Thursday,June 13 to the legislative body at bikepedcommission@cupertino.gov. These e-mail comments will also be posted to the City's website after the meeting. Oral public comments may be made during the public comment period for each agenda item. Members of the audience who address the legislative body must come to the lectern/microphone and are requested to complete a Speaker Card and identify themselves. Completion of Speaker Cards and identifying yourself is voluntary and not required to attend the meeting or provide comments. NOTICE AND CALL FOR A SPECIAL MEETING OF THE CUPERTINO BICYCLE PEDESTRIAN COMMISSION NOTICE IS HEREBY GIVEN that a special meeting of the Cupertino Bicycle Pedestrian Commission is hereby called for Thursday, June 13, 2024, commencing at 7:00 p.m. Quinlan Community Center, 10185 N Stelling Road, Cupertino, California 95014. Said special meeting shall be for the purpose of conducting business on the subject matters listed below under the heading, "Special Meeting." SPECIAL MEETING Page 1 1 BPC 06-13-2024 2 of 120 Bicycle Pedestrian Commission Agenda June 13,2024 ROLL CALL APPROVAL OF MINUTES 1. Subject: May 15, 2024 Bicycle Pedestrian Commission minutes Recommended Action: Approve the May 15, 2024 Bicycle Pedestrian Commission minutes A-Draft Minutes POSTPONEMENTS ORAL COMMUNICATIONS This portion of the meeting is reserved for persons wishing to address the Commission on any matter within the jurisdiction of the Commission and not on the agenda. Speakers are limited to three (3) minutes. In most cases, State law will prohibit the Commission from making any decisions with respect to a matter not on the agenda. WRITTEN COMMUNICATIONS OLD BUSINESS 2. Subject: Vision Zero and Action Plan Recommended Action: Receive presentation and recommend the City Council adopt Cupertino's Vision Zero and Action Plan A-Tune 2024 Draft Vision Zero Action Plan B-March 2024 Draft Vision Zero Action Plan Comment Response Matrix NEW BUSINESS STAFF AND COMMISSION REPORTS 3. Subject: Staff update and Commissioner Activity Report (All) Recommended Action: Receive updates from staff and Commissioners regarding recent activities FUTURE AGENDA SETTING ADJOURNMENT In compliance with the Americans with Disabilities Act (ADA), anyone who is planning to attend this meeting who is visually or hearing impaired or has any disability that needs special assistance should call the City Clerk's Office at 408-777-3223, at least 48 hours in advance of the meeting to arrange for assistance. In addition, upon request, in advance, by a person with a disability, meeting agendas and writings distributed for the meeting that are public records will be made available in the appropriate Page 2 2 BPC 06-13-2024 3 of 120 Bicycle Pedestrian Commission Agenda June 13,2024 alternative format. Any writings or documents provided to a majority of the members after publication of the agenda will be made available for public inspection. Please contact the City Clerk's Office in City Hall located at 10300 Torre Avenue, Cupertino, California 95014, during normal business hours. IMPORTANT NOTICE: Please be advised that pursuant to Cupertino Municipal Code section 2.08.100 written communications sent to the Cupertino City Council, Commissioners or City staff concerning a matter on the agenda are included as supplemental material to the agendized item. These written communications are accessible to the public through the City's website and kept in packet archives. Do not include any personal or private information in written communications to the City that you do not wish to make public, as written communications are considered public records and will be made publicly available on the City website. Members of the public are entitled to address the members concerning any item that is described in the notice or agenda for this meeting, before or during consideration of that item. If you wish to address the members on any other item not on the agenda, you may do so during the public comment. Page 3 3 BPC 06-13-2024 4 of 120 12 CITY OF CUPERTINO CUPERTINO Agenda Item 24-13227 Agenda Date: 6/13/2024 Agenda #: 1. Subject: May 15, 2024 Bicycle Pedestrian Commission minutes Approve the May 15, 2024 Bicycle Pedestrian Commission minutes CITY OF CUPERTINO Page 1 of 1 Printed on 6/6/2024 powered by LegistarTM 4 BPC 06-13-2024 5 of 120 DRAFT MINUTES MINUTES OF THE REGULAR MEETING OF THE BICYCLE PEDESTRIAN COMMISSION lul May 15, 2024 CUPERTINO Draft Minutes The meeting was called to order at 7:01 p.m. ROLL CALL: Present: Ilango Ganga, Grace John, Herve Marcy (C), Joel Wolf (VC) Absent: John Zhao Staff: David Stillman, Staff Liaison Others Present: Chad Mosley, Director of Public Works APPROVAL OF MINUTES 1. April 17, 2024 Bicycle Pedestrian Commission minutes MOTION: Vice Chair Wolf moved, seconded by Commissioner Ganga to approve the minutes as presented. MOTION PASSED: 3-0,John, Zhao Absent POSTPONEMENTS No Postponements ORAL COMMUNICATIONS None WRITTEN COMMUNICATIONS None OLD BUSINESS NEW BUSINESS 2. Transportation Development Act (TDA) Article 3 Fund Allocation (Stillman) 1 Bicycle Pedestrian Commission Regular Meeting May 15,2024 5 BPC 06-13-2024 6 of 120 Commissioner John joined the meeting at 7:14 p.m. MOTION: Commissioner Ganga moved, seconded by Vice Chair Wolf to recommend the allocation of Cupertino's TDA Article 3 Allocation for Cupertino's Active Transportation Plan. MOTION PASSED:4-0, Zhao Absent STAFF AND COMMISSION REPORTS 3. Staff Update and Commissioner Activity Report (All) NO ACTION TAKEN FUTURE AGENDA SETTING Work Plan • Bicycle Facilities-In Progress • Vision Zero-In Progress-June meeting o Invite the City of Fremont to present on their Vision Zero Program (June dependent on if a representative can join) • New Bicycle Pedestrian Plan (FY 24-25) Grants • Know/Understand Fed Grant Funding with Caltrans on updated bike-ped planning • Understand/Educate on what funding standards are (Fed/State) Studies/Plans • Kennewick Drive/Homestead Road Study o Stop Gap Measures/Temporary Solutions • Study on McClellan Ave bike lanes in front of Monte Vista High School • Staff update- Rodrigues Ave Speed Study and Street Crossing Behavior- suggested for July meeting • Staff update - Stevens Creek Corridor Vision Study • Examine Pedestrian Walkways for Safety • Install Bollards at existing buffered bike lanes (Public Request) • Path between Lincoln Elem and Monta Vista HS • Regnart Creek Trail Crossing at Blaney Avenue • Speed Limit Reduction Study on Blaney, Rodrigues, McClellan (Public Request) • Speed Limits Studies • Bollinger Road Corridor Projects • Staff update - Stevens Creek Boulevard, Phases 3 • Staff update - Safe Routes to School (SR2S) 2 Bicycle Pedestrian Commission Regular Meeting May 15,2024 6 BPC 06-13-2024 7 of 120 • Staff update—De Anza Blvd Buffered Bike Lanes • Carmen Road Bridge • I-280 Wolfe Interchange Education • Adult Bicycle Education • Impact of Semi-Rural Designation on Bike and Ped Projects/Priorities • Lead Pedestrian Walk Interval (LPI) —Start pedestrian green before vehicles Miscellaneous • Bicycle Licensing (Theft Prevention) • Review Progress toward BPC Objectives & Grant Applications (6 mo.) • Status—VTA BPAC Adult Bicycle Education (Lindskog) • Inventory of Traffic Lights (triggering traffic light from a detector) —Staff update o Is there a sensitivity setting? NO ACTION TAKEN ADJOURNMENT Meeting adjourned at 7:37 p.m. SUBMITTED BY: David Stillman, Staff Liaison Note: Any attachments can be found on the Cupertino Website https://www.cul2ertino.org/our-city/agendas-minutes 3 Bicycle Pedestrian Commission Regular Meeting May 15,2024 7 Bicycle Peclq�oWlsq mmission Agenda Item #2 8of120 May 15, 2024 TDA Article 3 Fund Allocation Public Works - Transportation CUPERTINO [mail What is TDA? • Transportation Development Act Article 3 (TDA 3) provides funding annually for bike and ped projects • Counties have a "Guarantee" share of MTC's TDA Article 3 Fund Estimate which are distributed to each city based on population • Agencies may bank TDA 3 funds for up to 4 years plus 1 year to program funds • Cupertino's Current Guarantee Amount* • $334,349 *Includes banked and rescinded funds from previous years 9 Project Types Eligible for Funding: • Construction and/or engineering of a bicycle or pedestrian capital or quick build projects. • Maintenance of a Class I shared-use path and Class IV separated bikeways • Bicycle safety education program • Development of a comprehensive bike or ped facilities plan • Restriping Class II bike lanes and buffered bike lanes 10 TDA 3 Guarantee Funds ERR%;;; Guarantee Amount Balance $3341349 Cupertino Active Transportation Plan ($330,000) (FY 2024/25 Program) Balance to Carry Over $4,349 11 Commission Action Review and Approve Allocation of Cupertino 's TDA Article 3 Allocation for Cupertino Active Transportation Plan 12 BPC 06-13-2024 13 of 120 12 CITY OF CUPERTINO CUPERTINO Agenda Item 24-13228 Agenda Date: 6/13/2024 Agenda M 2. Subject: Vision Zero and Action Plan Receive presentation and recommend the City Council adopt Cupertino's Vision Zero and Action Plan CITY OF CUPERTINO Page 1 of 1 Printed on 6/6/2024 powered by LegistarTM 13 BPC 06-13-2024 PE No VISION ZERO DRAFT REPORT ACTION PLAN PREPARED BY JUNE 2024 O( TJKM m BPC 06-13-2024 DESIGN & LAYOUT BY TJKM TRANSPORTATION CONSULTANTS PHOTOGRAPHY PROVIDED BY STEVEN M. DAUTERMAN WITH TJKM TRANSPORTATION CONSULTANTS 4305 HACIENDA DR, SUITE 550 PLEASANTON, CA 94588 ALL RIGHTS RESERVED COPYRIGHT © 2024 TJKM TRANSPORTATION CONSULTANTS NO PORTION OF THIS REPORT MAY BE USED OR REPRODUCED WITHOUT PRIOR WRITTEN CONSENT OF THE CITY OF CUPERTINO. BPC 06-13-2024 16 of 120 TABLE OF CONTENTS Listof Figures.................................................................................................................................... Acknowledgments.......................................................................................................................... ALetter from the City..................................................................................................................... i What is a Vision Zero Action Plan................................................................................................ ii VisionZero Resolution ................................................................................................................. iii VisionStatement........................................................................................................................... ix Chapter 1 - Background & Policies.............................................................................................. 1 Introduction.................................................................................................................................................................2 Plansand Policies......................................................................................................................................................9 Aligning existing Improvements with Vision Zero.....................................................................................15 BuildingBlocks of Vision Zero...........................................................................................................................17 CommunityEngagement.....................................................................................................................................18 Chapter 2 - Data-Driven Approach............................................................................................21 CollisionTrends........................................................................................................................................................23 HighInjury Network...............................................................................................................................................26 Countermeasure Toolbox.....................................................................................................................................31 CollisionProfiles......................................................................................................................................................40 Chapter3 - Action Plan...............................................................................................................60 PriorityCorridors.....................................................................................................................................................61 Ongoing/Future Safety Initiatives....................................................................................................................78 ImplementableActions .......................................................................................................................................83 Fundingand Implementation ...........................................................................................................................92 Vision Zero Task Force Work Plan....................................................................................................................93 Transportation Technology.................................................................................................................................95 EducationalPrograms...........................................................................................................................................97 Traffic Enforcement Programs........................................................................................................................101 Partnership.............................................................................................................................................................104 Continuous Data Collection and Analysis..................................................................................................106 Vision Zero and General Plan Update.........................................................................................................107 Howto Get Involved...........................................................................................................................................111 Chapter 4 - Technical Appendices............................................................................................ 112 16 BPC 06-13-2024 17 of 120 "-RIST OF FIGURES Figure 1: Cities That Have Adopted Vision Zero...................................................................................................2 Figure 2: Map of Fatal Collisions in Cupertino (2012 to 2021)........................................................................4 Figure 3: Chart of Speed vs. Probability of the Crash Being Fatal ................................................................5 Figure4: KSI Collisions by Year....................................................................................................................................6 Figure 5: Most Vulnerable Travelers..........................................................................................................................7 Figure 6: Percentage of Collisions by Mode...........................................................................................................7 Figure 7: Probability of Pedestrian Suffering KSI Contrasted with Speed ...............................................16 Figure 8: Interactive Map Comment Responses................................................................................................20 Figure 9: Collisions Trends in City of Cupertino (2012 to 2021)..................................................................23 Figure 10: Map of Fatalities and Severe Injuries (2012-2021)......................................................................24 Figure 11: Fatalities and Severe Injuries by Year................................................................................................24 Figure 12: City of Cupertino - High Injury Network - Corridors (2012-2021).......................................27 Figure 13: City of Cupertino - High Injury Network - Intersections (2012-2021)................................29 Figure 14: Top Nine Collision Profiles....................................................................................................................40 Figure 15: Collision Profile Stats...............................................................................................................................41 Figure16: Midblock Crossing..................................................................................................................................108 17 BPC 06-13-2024 18 of 120 ACKNOWLEDGMENT' The development of Cupertino's Vision Zero Action Plan has been a collaborative endeavor,greatly benefiting from the involvement of a diverse group of stakeholders. The active participation of community members in the two virtual community meetings has been crucial in ensuring the plan's comprehensiveness and responsiveness to the community's needs. We extend our heartfelt appreciation to these individuals for their invaluable input, which has played a vital role in successfully creating the City of Cupertino Vision Zero Action Plan. We would also like to express our gratitude to the elected officials, Cupertino staff, Cupertino Bicycle Pedestrian Commission, Santa Clara County Fire Department and Sheriff Department, and school districts for their contributions throughout this process. Your feedback has been instrumental in aligning the plan with local priorities, policies, and existing programs. Elected Officials Key Stakeholders Sheila Mohan Liang Chao Sheriff Department Mayor Councilmember Santa Clara County Fire Department J.R. Fruen Kitty Moore Fremont Union High School District (FUHSD) Vice Mayor Councilmember Hung Wei Cupertino Union School District (CUSD) Councilmember Walk Bike Cupertino City of Cupertino Staff City of Cupertino Community Outreach Specialist David Stillman Prashanth Dullu Transportation Manager Assistant E--gineer City of Cupertino Community Development City of Cupertino City of Cupertino Bicycle Pedestrian Commission Safe Routes to School Ilango Ganga Joel Wolf John Zhao Grace John Herve Marcy TJKM Transportation Consultants • • Ruta Jariwala, PE, TE Project Manager • Gary W. Schatz, PTOE, PTP ` Mark Doty Devyani Padubidri 18 BPC 06-13-2024 A LETTER FROM THE CITY To the residents of Cupertino, As we believe that one traffic death is one too many, Cupertino's Vision Zero and Action Plan is an important step towards eliminating citywide multimodal traffic fatalities and serious injuries. Through this plan, a goal is set to reduce fatalities and serious injuries to zero by 2040. The City believes that collisions can be prevented instead of just avoided and we are committed to undertaking the hard tasks and investments that must be made to make this belief a reality. We know the path to achieving Vision Zero is not a smooth one. It requires a fundamental and widespread commitment to a culture of safety that implements safer infrastructure and influences good behaviors in a way that speaks to every person, every time ey move throughout the city. Our robust Vision Zero Action Plan sets us on a course to achie ur shared goals, including safe streets for all. Ensuring all users of Cupertino roads— motorists, pedestrians, cyclis hoolchildren, the elderly, and those with mobile impairments—have safe, comfortable, and easy ss to their destinations is key to a successful Action Plan, and the City is dedicated to providing this to all Cupertino residents, employees, and visitors. _♦ The goals and objectives laid out in this Action Plan, based not only on quantitative data but also on inclusive and robust community outreach, will build upon previous City commitments and investments to ensure optimal tran%to ty. This collaborative effort, with the *leadership, City Staff's hard work, and the community's input and feedback, isn for all who believe and want a safer Cupertino for future generations. k for to your participation. Sincerely, Sheila Mohan J.R. Frue Mayor Vice Mayor m BPC 06-13-2024 WHAT IS A VISION ZERO ACTION PLAN A Vision Zero document serves as a roadmap S. Strategies and Interventions: Identifica- for coordinating efforts across multiple tion and prioritization of specific strategies sectors and stakeholders to create safer, and interventions to improve safety, in- more sustainable transportation systems cluding engineering, enforcement, educa- and ultimately achieve the goal of zero traffic tion, and evaluation measures. These may fatalities and severe injuries. include road design improvements, speed A Vision Zero document typically encompasses management, targeted enforcement cam- paigns, public awareness campaigns, and a comprehensive strategy aimed at eliminating policy char. all traffic fatalities and severe injuries while promoting safe, healthy,and equitable mobility 6. Actio Plan:A detailed plan outlining how for all road users. The specific contents of a ea Strategy and intervention will be im- Vision Zero document can vary depending on ented, including timelines, responsi- the jurisdiction and the goals of the initiative, le agencies or dLpartments, and funding but here are some common elements often 'Nources. included: 7. Per ante Measurement: Metrics and 1. Vision Statement: A clear and conci ca rs to track progress towards safety statement outlining the ultimate oal o go , evaluate the effectiveness of imple- achieving zero traffic fatalities and vere mented interventions, and adjust strate- injuries within a specified timeframe gies as needed. 2. Policy Framework: A set of guiding prin- 8. Stakeholder Engagement: Strategies for ciples and policiestize safety and engaging with stakeholders, including gov- promote a holistic approach to Jransporta- ernment agencies, law enforcement, com- tion planning, design, and oper tions. munity organizations, advocacy groups, 3. Data Analysis: An an is of crash data and the public, to ensure collaboration and support for Vision Zero initiatives. to identify high-risk area , vulnerable road users, contributing factors, and trends in 9. Evaluation and Continuous Improve- traffic crashes and injuries. ment: Mechanisms for evaluating the im- 4. Goals and Objectives: Clear and mea- pact of Vision Zero interventions and mak- surable goals and objectives for reducing ing adjustments based on lessons learned traffic fatalities and severe injuries, often and emerging best practices. broken down by target groups, such as pe- destrians, bicyclists, motorists, and public transit users. m BPC 06-13-2024 21 of 120 RESOLUTION NO. 24-XXX A RESOLUTION OF THE CUPERTINO CITY COUNCIL DECLARING TO BECOME A VISION ZERO COMMUNITY AND ADOPTING A VISION ZERO POLICY AND ACTION PLAN WITH THE CLEAR GOAL OF ELIMINATING TRAFFIC FATALITIES AND SEVERE INJURIES ON CITY STREETS BY THE YEAR 2040 WHEREAS, according to data from the National Highway Traffic Safety Administration, each year, approximately 40,000 people are killed in traffic collisions in the United States; and WHEREAS, in a study comparing 19 peer nations, the Center for Disease Control and Prevention found that the United State, has the highest traffic death rate per person; and WHEREAS, from 2012 to 2021, 9 people died and 74 suffered severe life changing injuries on City of Cupertino's streets; and WHEREAS, from 2012 to 2021, 4 pedestrians died and 20 suffered severe life changing injuries on City of Cupertino's streets; and WHEREAS, from 2012 to 2021, 4 cyclists died and 23 suffered severe life changing injuries on City of Cupertino's streets; and WHEREAS, 81% percent of crashes where people were killed or seriously injured occurred at or near intersections and 19% percent occurred along a roadway segment; and WHEREAS, the most common primary collision factor for crashes where people were killed or seriously injured was traveling at an unsafe speed followed by failure of motorist to yield the right of way; and WHEREAS, the inappropriate actions of motorists were cited as the cause of 72% percent of crashes involving pedestrians as compared to 14% percent of these crashes being caused by the actions of pedestrians and 14% caused by party at fault that could not be determined; and WHEREAS, the public has stated that their primary concern related to traffic safety is pedestrian safety and bicyclist safety followed by speeding; and 21 BPC 06-13-2024 22 of 120 Resolution No. Page 2 WHEREAS, the Fourth Guiding Principle of the City's General Plan: Community Vision 2015-2040, Enhance Mobility,states that Cupertino will ensure the efficient and safe movement of cars, trucks, transit, pedestrians,bicyclists and disabled persons throughout Cupertino to fully accommodate Cupertino's residents, workers, visitors, and students of all ages and abilities; and WHEREAS, in Chapter 5 Mobility of the City's General Plan: Community Vision 2015-2040, Goal M-2 is the implementation of improvements to city streets that safely accommodate all transportation modes and persons of all abilities; and WHEREAS,in the introduction of Chapter 7 Health and Safety of the City's General Plan: Community Vision 2015-2040, Cupertino commits to the protection of the community from risks to life associated with human-caused hazards; and WHEREAS, Vision Zero is a public health-based traffic safety strategy to reduce and eventually eliminate traffic deaths and serious injuries using a data driven multi-disciplinary and safe systems approach that also increases safe, healthy equitable mobility for all; and WHEREAS, Vision Zero recognizes that while human error will always occur, a combination of engineering, education and enforcement measures can reduce collisions and can prevent collisions from causing death or severe injuries; and I WHEREAS, one death or serious injury on City streets is one too many and City and departmental leadership are dedicated to strategies that aim to reduce and eliminate deaths and serious injuries on City streets; and WHEREAS, increasing real and perceived safety for people walking and bicycling is a key step in enabling more people to choose these clean air-modes of transportation that will support the City's goal of promoting policies to help achieve state,regional and local air quality and greenhouse gas emission reduction targets; and WHEREAS, the Federal Highway Administration has committed to eliminating fatalities and serious injuries on the nation's roadways using a data- driven interdisciplinary approach modeled after Vision Zero; and 22 BPC 06-13-2024 23 of 120 Resolution No. Page 3 WHEREAS, the California Department of Transportation (Caltrans) has adopted the goal of moving toward zero deaths with a focus on using proven effective strategies and countermeasures; and WHEREAS, the Federal Highway Administration identifies six principles that form the basis of the Safe System approach: deaths and serious injuries are unacceptable, humans make mistakes, humans are vulnerable, responsibility is shared, safety is proactive, and redundancy is crucial; and WHEREAS, Vision Zero aims to design and operate roads to create a Safe System by implementing features appropriate for the intended and actual road use and speed environment, by reducing the likelihood of human error and reducing the consequences of error. NOW, THEREFORE, BE IT RESOLVED that the City Council does hereby: 1. Adopts as policy direction the tenants of Vision Zero with the expressed goal of reducing the number of fatal and serious injury crashes along all roadways under the jurisdiction of the City to zero by the year 2040; and 2. Encourage all City Departments, leadership, and staff to proactively encourage and support Vision Zero in all facets and aspects of their mission, administration, and service delivery. 3. Direct the City Manager to: i) Develop procedures and programs to further the goals and objectives of Vision Zero and take data-driven actions to achieve zero fatal and serious injury crashes based on available crash data and community input and includes the "seven E's" of engagement, equity, engineering, encouragement, education, enforcement, and evaluation; and ii) Propose as part of the annual budget process to prioritize funding and availability of staff resources for implementing Vision Zero projects and programs; and iii) Adopt and proactively encourage the application of the Federal Highway Administration's list of Proven Safety Countermeasures; and iv) Revise design criteria for new roadways and existing roadways to achieve a Desired Operating Speed appropriate for the context, that are sustainable and self-enforcing or self-encouraging, that are reflective of 23 BPC 06-13-2024 24 of 120 Resolution No. Page 4 the current state of the practice for context-sensitive, people-centric designs that are to human scale and recognizes desire lines between people-centric origins and destinations, and assert context-sensitive, people-centric judgement over numerical warrants; and v) Review laws,ordinances,rules,policies,procedures,and regulations for conflictive or contrary language and provide remedy through administrative, collaborative, or legislative action; and vi) Develop and maintain effective partnerships with other agencies, entities, organizations, community groups, and stakeholders to further the goals of and support for Vision Zero; and vii) Provide for ongoing evaluation and performance measurements and present to Council on a regular basis a report on the initial and ongoing status of achieving the goal of zero fatal and serious injury crashes by the year 2040. BE IT FURTHER RESOLVED that this Resolution is not a project under the requirements of the California Environmental Quality Act, together with related State CEQA Guidelines (collectively, "CEQA") because it has no potential for resulting in physical change in the environment. In the event that this Resolution is found to be a project under CEQA, it is subject to the CEQA exemption contained in CEQA Guidelines section 15061(b)(3) because it can be seen with certainty to have no possibility that the action approved may have a significant effect on the environment. CEQA applies only to actions which have the potential for causing a significant effect on the environment. Where it can be seen with certainty that there is no possibility that the activity in question may have a significant effect on the environment, the activity is not subject to CEQA. In this circumstance, the proposed action of adopting a Vision Zero Policy and Action Plan would have no or only a de minimis effect on the environment. The foregoing determination is made by the City Council in its independent judgment. 24 BPC 06-13-2024 25 of 120 Resolution No. Page 5 PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 9th day of July, 2024,by the following vote: Members of the City Council AYES: NOES: ABSENT: ABSTAIN: SIGNED: Sheila Mohan, Mayor Date City of Cupertino ATTEST: Kirsten Squarcia, City Cler Date 411L AdL 25 BPC 06-13-2024 RELEVANCE W6h_A� For cities seeking funding to improve road defined path for utilizing grant funding. This safety through the Safe Streets and Roads for not only strengthens a city's grant application All (SS4A) grant program, developing a Vision but also ensures resources are targeted Zero Action Plan is a critical first step.This plan towards the most critical safety needs within serves two key purposes. First,it aligns the city's the community. Establishing a data-driven goals with the SS4A program's core objective Vision Zero Action Plan, cities can significantly of achieving zero roadway deaths and serious increase their chances of securing SS4A grant injuries. Second, the Action Plan outlines a funding and ultimately creating safer streets comprehensive strategy for achieving these for all residents. goals, demonstrating to SS4A a clear and well- ACTION PLAN COMPONENTSSECTION Leadership • : Goal Setting • up i Task Force PlanningIntroduction Community •. Partnership Continuous Data Collection ApproachAnalysis Safety Analysis Data Driven PartnershipCollision Profiles Engagement and -rati(_ Community Engagement How to Get Involved Policy and ProcessAction Plan Transportation Technology Educational Programs EnforcementTraffic Vision • and General Plan Update Strategy and Project Selections Action Plan Partnership Recommended Projects Progress and Transparency Project Website and Updates Regular Task ForceMeetings Monitoring • Action Plan Adoption Date m BPC 06-13-2024 VISION STATEMENT Ak INTRODUCTION 5. We will create safer transportation options It is unacceptable for people to be killed or for people to travel. Creating safer and seriously injured while traveling along or more comfortable transportation options across Cupertino's streets. Through a holistic for pedestrians, cyclists, and transit riders and proactive approach, the City of Cupertino can make these modes more attractive and commits to eliminating all fatal and serious reduce the number of vehicle miles trav- injury traffic crashes by 2040. eled and the risk of fatal and serious injury crashes. 6. Street safety must be achieved equitably. GUIDING PRINCIPLES This plan emphasizes data-driven engi- 1. Safety is our highest priority. Human life is neering and education actions first, sup- more important than speed, convenience, ported by equity and data-driven enforce- or property. We will evaluate trade-offs ment and in effort to conduct equitable and make both proactive and reactive en- traffic enforcem gineering decisions about street design based on this value. 7. Visioero will be both reactive to crash data and proactive to crash risk. Crash data 2. Traffic deaths and severe injuries are a p reveals where the risk of fatal and serious ventable public health issue. We will tre njury Trashes has manifested. A proactive fatal and severe collisions as pr ntabl crash risk assessment identifies and prior- and unacceptable incidents and itizes those locations where risk exists but must be addressed. crash experience has yet to materialize. 3. People make mistakes. We design g Vision Zero requires a holistic approach to our streets so that o result land use and transportation to include pol- in death or sev injury. W ill vic- icy analysis and changes at the local and tim-blame but see understated and re- regional levels. spond compassionat nd bjectively. 9. Cupertino's response will utilize proven 4. Slower streets are safer s bets. Mobility is safety countermeasures coupled with in- the safe and efficient movement of people novative strategies. We will perform an- and goods through a transportation sys- nual monitoring, reporting, and evaluation tem.We will design, construct, and operate through an equity lens. We will communi- our streets for slower speeds to eliminate cate clearly what resources are necessary all fatal and severe collisions, and protect to achieve Vision Zero, why street design our most vulnerable street users. modifications are proposed, and the basis for prioritizing competing improvements. BPC 06-13-2024 SAFE SYSTEM APPROACH Reaching zero deaths requires the implementation of a Safe System approach,which was founded on the principles that humans make mistakes and that human bodies have limited ability to tolerate crash impacts. In a Safe System, those mistakes should never lead to death. Applying the Safe System approach involves anticipating human mistakes by designing and managing road infrastructure to keep the risk of a mistake low; and when a mistake leads to a crash, the impact on the human body doesn't result in a fatality or serious injury. Road design and management should encourage safe speeds and manipulate appropriate crash angles to reduce injury severity. Six principles form the basis of the Safe System approach: AF • Deaths and serious injuries are unacceptable AF AF Safe Road Safe Road • Humans make mistakes Users • Humans are vulnerable Safe Vehicles • Responsibility is shared • Safety is proactive Safe • Redundancy is crucial Roads Safe Speeds Committing zero traffic deaths means addressing all aspects �f safety through the following five Safe System elements that, together, create a listic approach with layers of protection for road users: SAFE ROAD USERS - Th afe m eople traveling at different speeds, providing approach addresses the safet r dedicated times for different users to move users, including those k, drive, through a space, and alerting users to hazards ride transit, and trav other es. and other road users. SAFE VEHICLES - V cles are designed and POST-CRASH CARE - When a person is regulated to minimize the occurrence and injured in a collision, they rely on emergency severity of collisions usingVafety measures first responders to quickly locate them, that incorporate the latest technology. stabilize their injury, and transport them to SAFE SPEEDS - Humans are unlikely to medical facilities. Post-crash care also includes forensic analysis at the crash site, traffic survive high-speed crashes. Reducing speeds incident management, and other activities. It can accommodate human injury tolerances in can also include healthcare providers sharing three ways: reducing impact forces, providing anonymized ER data about crash victims that additional time for drivers to stop, and may not have been reported to law enforcement improving visibility. with local agencies that can help better identify SAFE ROADS - Designing to accommodate crash trends,audiences for focused community human mistakes and injury tolerances can engagement, or social needs like car seats and greatly reduce the severity of crashes that do bicycle helmets. occur. Examples include physically separating BPC 06-13-2024 The Safe System approach requires a supporting safety culture that places safety first and foremost in road system investme decisions. To achieve our zer eat vision, everyone must acce t that fatalities and serious in Y*ur unacceptable a preventable.' I ) 1 U.S.Department of Transportation—Zero Deaths and Safe System.Retrieved on June 30,2023 from link:httns://highwa�s. dot gov/safetvlzero-deaths m BPC 06-13-2024 CUPERTINO VISION ZERO ACTION PLAN CHAPTER 1 , AC K RO N POL'fMwi, V N. Blaney Ave. - �— S. Blaney Av ALL AY '� r .•- ; an Park 0.4 mu Blvd. 03 • --+ Yf op r. r w r BPC 06-13-2024 CITY OF C909flAb Vision Zero is Twofold: A Way of Believing and a Way of Action INTRODUCTION WHAT IS VISION ZERO? Vision Zero is a heartfelt belief that no one Vision Zero is also a strategy to eliminate all should be killed or seriously injured while fatal and severe injury traffic crashes while traveling along, across, or around our streets increasing safe, healthy, and equitable mobility and roadways. Thinking of our own family for all. We plan, design, operate, and maintain and circle of friends, which of them would we our roadway networks to be as safe as possible be willing to experience their death or being for all users regardless of age, ability, identity, seriously injured and perhaps forever maimed or mode of travel. First implemented in Sweden in a traffic crash? We would not want any of in the 1990s, Vision Zero has proved successful them to be seriously injured or killed, thus, for across Europe and is being adopted by many us, the only acceptable value is zero. jurisdictions across the United States. Figure 1 Recognizing that anyone is someone's friend shows a map of Vision Zero Communities in or family member, the idea that no one should the country that have adopted Vision Zero. be seriously injured or killed can, and should, be extended to everyone who travels. Figure 1: Cities That Have Adopted Vision Zero V V:sJon Icry Cmm�umhy • rm>tr.flk GmlxIdge t�nlr>tr �Nw Yolk Ci[y J,+xr Oh Berkeley .. Mnnlrwrinry Cnunry San k Khc n v6sldnvw,D.C. fmmrui, �,�Sl' fiF[i Ynlrr1 ties f�li Clhiipb Lux Rn¢tk• San f?i•-.: yarmO tx,do i—" W&%t PAM Di h 4 HNsbr iot Co ty �, tort udrdNe Map update:August 2022 - Source: Vision Zero Network CUPERTINO VISION ZERO ACTION PLAN 31 _tj Hrrr<�) H I BPC 06-13-2024 -------- --- ------ --- — ----- —._._ BACKGROUND&F36 0C•I 9Q [_I l t7 N J Figure 2: Map of Fatal Collisions in Cupertino (2012 to 2021) WHY DO WE NEED VISION ZERO? In 2021, the estimated population of Cupertino was 58,6222 Over 38,000 Americans die on $5 roadways in the U.S. each year, equivalent to _ 65% of Cupertino's population, needlessly HOMESTEAD RD - p o •• �� o • die every year while traveling along America's _ LU streets. Figure 2 shows the locations in the City : � • > z 1 J a of Cupertino where fatalities have occurred mf ' a i ¢•f z RIDGE AVE between 2012 and 2021. 7 percent of the z QN a _, w • Q collisions in the City resulted in fatal and severe o Q Q z injuries over the 10 year study period. This is 1 o • I • L particularly important for Cupertino, which r �; z • - ranked 28th out of 105 cities in the OTS ratings `� �Cr► STEVENS CREEK BLVD _• z S CREEK BLVD for Bicycle-related fatalities and injury collisions • • ' • •• • in 2021, highlighting a specific area of concern _ � a for cyclists. Additionally, Cupertino ranked 79th m t `�(� ` w _ • — out of 105 for Speed-Related fatal and injury MCCLELLAN RD z a - Q � ' collisions, indicating a need for strategies to • 0 • w • - ca = Q • U address speeding on Cupertino's roadways. But, 01 •• I o B 1 W �` � we as a society have become accustomed to l r -r-,_ J d' o O��/N _ this tragedy. We consider these horrific events m - GFRRD `� • ¢ to be inevitable side effects of our modern life. m • 80LONGER • � • ter. Q R We call them "accidents",which is defined as "an • z unfortunate incident that happens unexpectedly a and unintentionally,typically resulting in damage LU or injury" or, "an event that happens by chance RAINBOW DR or that is without apparent or deliberate cause." • The term also implies that no one is at fault or is i to blame, but In fact, the event may have been caused by unrecognized or unaddressed risks. $ Collision by Severity PROSPECT RD -1 _I e� f� Q Fatal of all injury collisions I CO) Severe Injury in the City of Cupertino are Source : Crossroads (2012-2021) Fatal and Severe injuries. 0 0.25 0.5 1 mi. � Cs rTJ KM z US Census Quick Facts—Cupertino city,California. — Retrieved on June 30,2023 from link: his://wwwcensus.gov/ auickfacts/fact/table%upertinoci tvcalifornia/PST045221 CUPERTINO VISION ZERO ACTION PLAN 'UPERTINO VISION ZERO ACTION PLAN 32 S !� r i k 11 T i BPC 06-13-2024 BACKGROUND&060C199 The more appropriate term is "crash" or "collision", which is the physical and violent interaction between an object moving at speed and another object, whether moving or stationary. It is an event of the laws of physics, and the human body is not designed _ to withstand the forces of crashes. We have very good data from emergency rooms t regarding the trauma that crash victims suffer and the likelihood of a person surviving the crash given the speed of the collision. Figure 7 3 shows a speed-versus-probability chart for fatal crashes, sourced from FHWA and adapted 4� from a graphic created by the Australian Roads _ and Traffic Authority of New South Wales. Figure 3. Chart of Speed vs. Probability of the Crash Being Fatal 100% Gy C) CC9 a Fatality �� 1 Risk Jam° 3xa 0 0% Impact Speed (MPH) 10 20 30 40 50 60 70 (Source:FHW4. Adapted from a graphic created by the Australian Roads and Traffic Authority of New South Wales.) The significant loss of life exacts a tragic toll, extending beyond personal loss to deep ` community impacts, including personal economic costs and emotional trauma to those suffering; and significant taxpayer spending on emergency response and long-term healthcare costs. Because so many fear for their safety on our streets, there is no true freedom of mobility, and, as a result, we compromise our public health with increasing rates of sedentary diseases and higher carbon emissions. CUPERTINO VISION ZERO ACTION PLAN 33 BPC 06-13-2024 BACKGROUND&060C199 In recent years, there has been a growing Furthermore,while the total number of crashes recognition that traffic fatalities and severe in Cupertino is decreasing, the number of fatal injuries are not just accidents, but preventable and severe injury crashes remains steady, as incidents. The occurrence of one crash seen in Figure 4, making it crucial to implement every three days in Cupertino is a significant a Vision Zero plan to reduce the risk of such concern for the safety of all roadway users, crashes. This approach will prioritize the safety with vulnerable users such as pedestrians and of all roadway users by creating safe and livable cyclists representing 60 percent of the fatal streets, improving infrastructure, reducing and severe injury crashes (also known as "KSI" speed limits, increasing public education and — killed or severely injured). awareness, and better enforcing traffic laws. Despite the presence of traffic signals, the risk By adopting a Vision Zero Policy, Cupertino can create safer streets for everyone, reducing of fatal or serious injury crashes at intersections preventable incidents that cause unacceptable is significantly higher, underscoring the need for a comprehensive strategy to address safety fatalities and injuries. issues. Figure 4:KSI Collisions by Year 16 14 c 0 12 _) 0 10 V) 8 0 6 4 � 5 2 0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Year ■ Fatal ■Severe Injury CUPERTINO VISION ZERO ACTION PLAN 34 BPC 06-13-2024 BACKGROUND&060C199 Figure 5: Most Vulnerable Travelers Between 2012 and 2027 25%f Bicyclist *31% there were nine fatalities 2M*Collisions Bicyclist and 74 severe injuries 27 ColOons Pedestrian, reported in Cupertino. 14*19ollisions *29% Pedestrian 24 Collisions Figure 5 and Figure 6 show that pedestrian and cyclist collisions account for about 60 62 o 40% percent of all fatal and serious injury crashes. Motor Motor 73t'tollisions 33 Collitions While crashes involving vulnerable roadway users hold the strong majority, those in motor vehicles are victims as well. Even a crash All Crashes KSI Crashes between a cyclist and pedestrian can result in a fatality or severe injury.The human body is not Pedestrians and bicyclists are involved in 38 percent of all crashes,but account for designed tO withstand the forces Of any crash, of serious injuries or fatalities. further affirming the need for improved road safety. Figure 6. -tentage oT Collisions by Mode 31'°./0 40% ' Pedestrian Bicycle • • Collisions • 1 Vehicle-Bicycle Collisions 1 Motor Vehicle only *The occurrence of one KSI collision which involved a pedestrian and a bicyclist was included in the vehicle-pedestrian and vehicle-bicyclist categories as it fits into both.Note in Figure 5 that the number of bicycle and pedestrian collisions is 27(26+1)and 24(23+7), respectively,while in Figure 6 the number of bicycle and pedestrian collisions is 26 and 23,respectively. **The occurrence of collisions which involved a bicyclist and a pedestrian,was included in the vehicle-bicyclist and vehicle-pedestrian categories as it fits into both.Note in Figure 5 that the number of all bicycle and pedestrian collisions is 297 and 746,respectively. CUPERTINO VISION ZERO ACTION PLAN 35 BPC 06-13-2024 BACKGROUND&06Od99 A NEW VISION FOR SAFETY Vision Zero is a significant departure from the status quo in two major ways: 1. Vision Zero recognizes that people will sometimes make mistakes, so the road system and related policies should be designed to ensure those inevitable mistakes do not result in severe injuries or fatalities. This means that system designers and policymakers are expected to improve the roadway environment, policies (such as speed management), and other related systems to lessen the severity of crashes. TRADITIONAL APPROACH VISION ZERO Traffic deaths are INEVITABLE Traffic deaths are PREVENTABLE PERFECT human behavior IntegrateHUMAN ILINGinappfoach responsibilityPrevent COLLISIONS Prevent FATO' 4, 1 SEVERE CRASHES INDIVIDUAL Saving lives is EXPENSIVE VS ving lives is NOT EXb ASIVE 2. Vision Zero is a multidisciplinary approach, bringing together diverse and necessary stakeholders to address this complex problem. In the past, meaningful, cross-disciplinary collaboration among local traffic planners and engineers, policymakers, and public health professionals has not been the norm. Vision Zero acknowledges that many factors contribute to safe mobility— including roadway design, speeds, behaviors, technology, and policies and sets clear goals to achieve the shared goal of zero fatalities and severe injuries. Responsible for prioritizing safety in design and policy Planners&Policy Makers eErr_'� ur 20 YOUR SVEfD Design&Policies Responsible for analyzed for safety _—�_ following rules improvements d If road users ma ke�. WWI CUPERTINO VISION ZERO ACTION PLAN 36 BPC 06-13-2024 BACKGROUND&F380C199 P I A N S AND POLICIES ® CITY OF CITY OF CUPERTINO CUPERTINO'S tow BOLLINGER ROAD CLIMATE ACTION Caofda-'s°"^s"tlj CORRIDOR SAFETY The Cupertino Vision Zero Action Plan is CITY OF City cf Cupe,lino PLAN 2.0 (2022) STUDY (2021) Climate Action Plan 2.0 a high-level document focused on broad ; ��= CUPERTINO'S LOCAL Cupertino envisions a Bollinger Road is a two- strategies and impactful actions to eliminate R n ROADWAY SAFETY future with cleaner air, mile long east-west major crashes. It builds upon the City's PLAN (LRSP) (2023) resilient and renewable major collector street existing street safety efforts, which are Cupertino's Local '" energy sources, that connects Lawrence supported by detailed transportation plans, Roadway Safety Plan livable communities, Expressway and De Anza design guidelines, and area plans. These (LRSP) identifies an equitable distribution of resources, Boulevard,two major north-south arterials.The comprehensive resources complement county transportation safety and opportunities to build and maintain road lies along the border of Cupertino and and state safety initiatives, such as the Santa improvement needs resilient homes and businesses. Climate San Jose, with Cupertino to the north and San Clara County Valley Transportation Plan 2040, throughout the City for all modes of change poses a challenge to that vision Jose to the south. The road traverses through and the City's Safe Routes to School Program. transportation and for all ages with the goal and the effects of climate change are a residential neighborhood, which is home to Specific recommendations and priority projects of reducing fatal and severe injury collisions. already impacting California communities four nearby elementary schools, Hyde Middle are outlined in detailed plans including the The LRSP, funded by the Federal Highway on the local level. This plan recognizes that School, and Cupertino High School. Local Road Safety Plan, Climate Action Plan Administration (FHWA) and Caltrans, was transportation alone contributes more CO2e The City of Cupertino commissioned the 2.0, City of Cupertino Transportation Study achieved through a decision-making process per capita than the sectors of solid waste, Bollinger Road Corridor Safety Study ("Study") Guidelines, Park and Recreation System Master that relied on a data-driven collision analysis of wastewater, commercial/industrial, and to identify improvements to create a safer Plan, Pedestrian Transportation Plan, Bicycle local roadways, partnership with stakeholders, residential combined. Specific goals of the Transportation Plan, and the Safe Routes to and public outreach. Climate Action Plan 2.0 that can be leveraged and more accessible Corridor for pedestrians, bicyclists, transit riders, and motorists. As part School Program. The City will continue to and supported by a Vision Zero Action Plan develop and update these and future plans with Goals of the LRSP: include: of the Study, an analysis of existing conditions a focus on safety and Vision Zero principles. 1. Identify and analyze road safety and a summary of past collisions along the 1. Develop and implement an Active corridor was conducted. This was followed by The various plans and policies are listed below: issues systemically and recommend Transportation Plan to achieve 15% of an online public survey that gathered public improvements. active transportation mode share by input on location-specific improvement needs 2. Improve pedestrian and bicyclist safety 2030 and 23% by 2040 along the corridor. The feedback from the through proven effective countermeasures. community was evaluated and used to create 2. Implement public and shared transit two conceptual corridor alternatives. These 3. Coordinate with stakeholders to implement programs to achieve 29% of public proposed alternatives were then presented to road safety improvements and improve transit mode share by 2030 and maintain the community in a neighborhood meeting. emergency response in Cupertino. through 2040 Feedback was collected during the meeting as 4. Continually seek funding for safety 3. Increase zero-emission vehicle (ZEV) well as through a summarized online survey. improvements. adoption to 35% for passenger vehicles The efforts performed for the study are and 20%for commercial vehicles by 2030 summarized in this report. 5. Ensure fair and equitable implementation and 100% for all vehicles by 2040 of all safety improvements for all residents of Cupertino. 4. Re-focus transportation infrastructure away from single occupancy gasoline vehicles to support the bicycle/pedestrian cycling and walking, public transit, and ZEV goals stated above. CUPERTINO VISION ZERO ACTION PLAN CUPERTINO VISION ZERO ACTION PLAN 10 37 BPC 06-13-2024 BACKGROUND&060C199 CITY OF CUPERTINO CITY OF CUPERTINO CITY OF CUPERTINO CITY OF City of Cupertino TRANSPORTATION 2020 PARKS AND PEDESTRIAN CUPERTINO TraGuuidellinesestionstudy STUDY GUIDELINES RECREATION SYSTEM - TRANSPORTATION 2016 BICYCLE (2021) MASTER PLAN (2020) PLAN (2018) TRANSPORTATION ` The Transportation Study • The Parks and Recreation The City of Cupertino PLAN (2016) µ_ Guidelines provide a clear System Master Plan is undertaking several Riding a bicycle °••""" I and consistent technical (Master Plan) integrates ambitious initiatives to is a great way to stay fit, and reduce air approach for evaluating the City's long-term __ improve pedestrian and pollution, and traffic congestion. The City the transportation vision and aspirations bicycling conditions of Cupertino, through the implementation effects (adverse or beneficial) of projects on into a cohesive strategy to guide the future throughout the city. This Pedestrian of projects recommended in the Cupertino the City's transportation system and services. development, renovation, management, and Transportation Plan is the blueprint for Bicycle Transportation Plan, is working toward A transportation study provides essential programming of city parks and recreation Cupertino to achieve its vision of an inviting, establishing a comprehensive network of information for decision-makers and the public facilities. The Master Plan will provide safe, and connected pedestrian network that bicycle facilities throughout the City to when evaluating individual development direction for the City and Parks and Recreation enhances the quality of life for all community encourage cycling by providing safe and projects, small- and large-scale area plans, and Department as it improves and enhances parks members and visitors. The purpose of this convenient routes for doing so. The Plan is transportation infrastructure projects. and recreation through the year 2040. Pedestrian Transportation Plan is to establish a long-range planning document designed a guiding framework for the development and to encourage bicycling as a safe, practical, The Mobility Element of the Cupertino General The community identified 12 primary themes maintenance of pedestrian facilities throughout and healthy alternative to the motor vehicle. Plan seeks to "implement strategies that to address through new policies and projects. Cupertino and recommend policies, programs, It addresses present and future needs of the make alternative modes of transportation These include improving park and facility and messaging to support and promote bicycling community, lays the groundwork for attractive choices, help reduce the strain on access and trail connectivity, as well as walking. grant funding eligibility for bicycle projects, the automobile network, and improve health integrating nature, the arts, and extraordinary and quality of life for Cupertino residents play opportunities. Residents want a greater The Pedestrian Transportation Plan builds and is in close alignment with the goals set by and businesses." The Transportation Study variety of recreation options, plus welcoming upon the City's comprehensive strategies to the Cupertino Bicycle Pedestrian Commission Guidelines support this goal by evaluating new customer-friendly parks, and services that create a connected, multimodal transportation to significantly increase the attractiveness and projects against the policies of the General Plan reflect the community's diverse culture and +� network,and enhance quality of life throughout safety of bicycling throughout the City, with a and other relevant documents. In addition, unique characteristics. Empowering youth Cupertino. For example, the Cupertino Bicycle particular focus on safe connectivity to schools. these Guidelines fulfill Goal M-7 of the and teens, supporting social gatherings, and Transportation Plan (adopted in 2016)envisions Cupertino General Plan,which requires that the collaborating with partners and stakeholders a citywide multimodal bicycle network, and City "review and update Transportation Impact round out the priorities noted through this document complements the proposed Analysis (TIA) policies and guidelines that allow community feedback. From this community bicycle network to create comprehensive for adequate consideration for all modes of input, the Master Plan's vision, mission, active transportation options of safe routes for transportation including automobiles, walking and goals were defined to guide the City in pedestrians and bicyclists. bicycles, and transit." enhancing recreation opportunities for all Cupertino residents. CUPERTINO VISION ZERO ACTION PLAN CUPERTINO VISION ZERO ACTION PLAN 11 38 BPC 06-13-2024 BACKGROUND&F360C`199 CITY OF CUPERTINO VTP 2040: THE - CUPERTINO SAFE CUPERTINO GENERAL PLAN 2040 LONG-RANGE ROUTES TO SCHOOL COMPLETE CHAPTER S: MOBILITY� EWMgMdJL4 TRANSPORTATION ramwo w e ures m sonar PROGRAM STREETS POLICY C. �o V.^ ELEMENT (201S) PLAN FOR SANTA _ _ Cupertino Safe Routes City of Cupertino's +' Cupertino's transportation CLARA COUNTY "-"' - to School (SRTS) is a Complete Street VTP2040 ~? system is multi-faceted. The Valley Transportation partnership between local Policy furthers It integrates walkways, Plan 2040 (VTP 2040) schools, school districts, the City's goals of sidewalks, bicycle provides a long- parent organizations, meeting the safety, access, and mobility needs routes, bus transit facilities, local streets, range vision for the community groups, and of all users, including pedestrians, bicyclists, major roadways, and freeways into a single, transportation system in Santa Clara County. the Santa Clara County Sheriff's Office with motorists, public transportation users, and integrated system that supports the city's high VTP 2040 identifies programs, projects, and the mission of creating a safer environment people with disabilities. This policy aims to quality of life. At the local level, this includes policies that Santa Clara Valley Transportation for students and families in Cupertino to create an integrated transportation network facilities that connect neighborhoods with Authority's (VTA) Board of Directors is going to travel to and from school safely and reducing that promotes safe and convenient travel for pedestrian, bicycle, and automobile routes. pursue over the lifetime of the plan. It connects single occupancy vehicle travel to and from all. The policy acknowledges the public health Longer distance connections include links to projects and programs with anticipated funds school to reduce carbon emission. In pursuit and welfare benefits of reducing vehicle miles major boulevards, expressways, commuter rail, and provides a framework for the development of these goals, the City is actively working traveled and increasing transportation by and the regional freeway system. and maintenance of transportation over the toward expanding beyond the traditional walking, bicycling, and public transit. It aligns next 25 years. It considers all travel modes and infrastructure and enforcement approach with the California Complete Streets Act of This Element includes goals, policies, and to traffic safety, b incorporating education, 2008 (AB 1358 and related directives, which strategies that the City will use in making addresses the links between transportation, y, y � p g ) land use,air quality,energy use,and community encouragement, engagement, evaluation, and mandate that cities incorporate the mobility decisions regarding transportation network livability. equity into the program.This unique approach needs of all roadway users into their general improvements needed to accommodate the has led to the creation of an effective and planning processes. Furthermore, Cupertino's anticipated growth. The purpose VTA, as the Congestion Management Agency policy of this Element is to implement strategies for Santa Clara County, is responsible for powerful Cupertino SRTS program. supports the goals of the California Global that make alternative modes of transportation preparing and updating the VTP on a four- Warming Solutions Act of 2006 (AB 32) and P P P g P 9 =� CITY OF CUPERTINO attractive choices. This will help reduce strain year cycle coinciding with the update of the the Sustainable Communities and Climate +� — SCHOOL WALK on the automobile network and improve health Bay Area's Regional Transportation Plan. The -_ - - Protection Act of 2008 (SB 375), which require p Y g p AUDIT REPORT significant increases in public transit, bicycling, and quality of life for Cupertino residents and 2040 update to the Regional Transportation (2016/17) and walking to reduce greenhouse gas businesses. Plan, called the Plan Bay Area, produced by In 2016/17, Cupertino emissions. Numerous California jurisdictions the Metropolitan Transportation Commission =_ a� SRTS worked with each e have adopted similar policies to enhance (MTC), guides transportation funding and public school in Cupertino to develop a list of their communities' health, safety, economic helps to inform planning throughout the nine- infrastructure improvements that would make vitality, and environmental sustainability. county Bay Area through the year 2040. walking and biking safer, and the student By adopting this resolution, Cupertino also drop-off and pick-up operations smoother. ensures its eligibility for regional funding • This effort, which focused on the public programs, such as the One Bay Area Grant roadway network within a few blocks of the (OBAG) and 2016 Measure B, which require schools, culminated in 14 Walk Audit Reports, adherence to Complete Streets principles. one specific for each public school in the City. The policy is consistent with Cupertino's 2015 In 2019/20, Cupertino SRTS worked with each Mobility Element update of the General Plan, school to update the reports, which together emphasizing multimodal transportation and 00f\ contribute towards the SRTS program goals infrastructure development. • • of enhancing safety, reducing congestion, and encouraging active transportation to and from Cupertino's public schools. CUPERTINO VISION ZERO ACTION PLAN CUPERTINO VISION ZERO ACTION PLAN 14 39 BPC 06-13-2024 BACKGROUND&060C199 ALIGNING EXISTING IMPROVEMENTS WITH VISION ZERO Capital Improvement Program (CIP) roadway through engagement and acknowledgment of and intersection projects should be planned the context. and designed with Vision Zero in mind. Traditionally, roadway design has been based Adequate design and appropriate speed on the tenets of highway design developed in limits that produce desired operating the 1950s and 1960s,which focused on moving speeds supports Vision Zero, better meets cars at highway speeds. While important for community expectations, and allows valuable rural and interstate highways, this approach law enforcement resources to be deployed does not align with urban and suburban elsewhere. On the following page, Figure 7 streets in multimodal contexts. Traditionally, showcases this paradigm shift. a "design speed" is chosen that is higher than Prioritize multimodal safety and quality of the anticipated speed limit to create a "factor service over motor vehicle level of service of safety" for the motorist. What results in and on-street parking. Consider providing practice is the measured vehicular operating signal prioritization and perhaps preemption speed,typically expressed as the 85th percentile for pedestrians, cyclists, and transit. Focus speed, is higher than the posted speed limit. especially on the needs of people with Furthermore, the operating speed exceeds disabilities. Prioritize protected and buffered what the community deems appropriate for bike lanes over on-street parking where right- the given context, which is referred to as the of-way is limited. "desired operating speed". This situation creates a perception of the street or intersection as unsafe, particularly for vulnerable users inclusive of individuals with disabilities. These speeds also create higher risks of fatal and severe injury crashes,violating the tenants of Vision Zero. Instead, the "design speed" of our streets and intersections should be equivalent to the "desired operating speed". Such designs produce lower operating speeds that align with the expectations of the community, as determined through engagement and acknowledgment of the context. Instead, our streets should be designed to result in travel at the "desired operating speed." Lower operating speeds should align with the expectation of the community, as determined CUPERTINO VISION ZERO ACTION PLAN 15 40 BPC 06-13-2024 BACKGROUND&1060C199 Figure 7: Probability of Pedestrian Suffering KSI Contrasted with Speed 100 40 80 70 � b0 N C '- 50 Q 4D — 30 r 20 t0 D - 0 10 20 30 40 50 70 so 90 Impact Speed(mph) —Modified TelftIMAIS3•I ..•••••TefftSe OUS111019L54+y �� 0 KEY POLICY GUIDANCE INCLUDES: • Follow nationally vetted complete streets Prioritize multimodal safety and quality planning and design guidance documents. of service over motor vehicle level of Create safer connections for vulnerable service and on-street parking. Consider • roadway users along, across, and around f providing signal prioritization and perhaps preemption for pedestrians, cyclists, and corridors. Add additional protected transit. Focus especially on the needs of crossings based on engineering judgement to support desired lines between logical people with disabilities. Prioritize protected origins and destinations. Do not rely and buffered bike lanes over on-street solely on numerical values of warrants to parking where right-of-way is limited. install such traffic control devices as traffic Once the project is completed and open signals, pedestrian hybrid beacons, and to traffic, determine if the actual operating other proven safety countermeasures. speeds are equivalent to the desired Determine the desired operating speed operating speeds. If not, explore possible • through effective community engagement modifications and retrofits to the built before beginning any design efforts, then environment to lower measured speeds. adopt that desired operating speed as the Do not rely solely on enforcement. design speed of the project. CUPERTINO VISION ZERO ACTION PLAN 16 41 BPC 06-13-2024 BACKGROUND&MOC:199 BUILDING BLOCKS OF VISION ZERO The Cupertino Vision Zero Action Plan builds The Safe Routes to School (SRTS) program upon existing street safety efforts in the City encourages students to walk and bike to of Cupertino. These efforts are supported school through a comprehensive approach by various transportation plans, design that includes encouragement, education, guidelines, and area plans. These resources evaluation, enforcement, and engineering complement safety initiatives of the County interventions. and State, including the Santa Clara County Valley Transportation Plan 2040, and the City's Overall, these initiatives underscore the need Safe Routes to School Program. for safe streets for all residents of Cupertino, ensuring fairness, equity, and accessibility, The City of Cupertino recognizes the while promoting sustainable transportation importance of safe streets for all residents and options, reducing congestion, and enhancing has implemented various plans and programs the overall quality of life in the city. to enhance traffic safety and accessibility. The Local Roadway Safety Plan (LRSP) analyzed collision data and collaborated with stakeholders to identify and address safety issues systematically,while also seeking funding for improvements.The Bollinger Road Corridor Safety Study focuses specifically on improving safety and accessibility for pedestrians, bicyclists, transit riders, and motorists along Wo major collector street. The Pedestrian Transportation Plan and the Bicycle Transportation Plan aim to improve pedestrian and bicycling conditions by creating safe and connected networks, improving safety measures, and enhancing mobility. These plans include goals such as reducing collisions, improving access to community destinations, and increasing awareness and value of active transportation. In addition to these specific plans, Cupertino's Transportation Study Guidelines and the 2015 General Plan's Mobility Element promote alternative transportation modes, reduce reliance on automobiles, and prioritize the health and quality of life for residents. CUPERTINO VISION ZERO ACTION PLAN 42 BPC 06-13-2024 BACKGROUND&1060C199 COMMUNITY ENGAGEMENT Community input is vital to the development Comprehensive Safety Strategies: and implementation of the Vision Zero Action Incorporating educational and enforcement Plan. The City led a robust engagement effort strategies, along with quick build projects to obtain input from community members and for immediate improvements, complements stakeholders. The community engagement infrastructure enhancements. effort for the Action Plan also took into account the feedback and community input received by Policy and Planning: Reviewing and the City during the LRSP process. updating policies to align with Vision Zero goals ensures that the plan is supported by STAKEHOLDER ENGAGEMENT the latest safety standards and best practices. Project stakeholders included City Department Staff from Public Works and Community COMMUN' ' MEETINGS Development, the City's Public Outreach This stakeholder outreach was supplemented Representatives, Santa Clara County Sheriff's by two community workshops, held on Department, Santa Clara County Fire October 4, 2023, and January 23, 2024. Department, Cupertino Union School District, The first community workshop introduced Fremont Union High School District, Walk the project to the community, as well as Bike Cupertino, and the Cupertino Bicycle collected feedback on traffic safety concerns. Pedestrian Commission. These stakeholders Community concerns were primarily focused attended a virtual stakeholder meeting, which on the following themes: was held on September 28, 2023. Pedestrian and Bicyclist Safety: Residents • ex Stakeholder concerns were primarily focused express concerns about the safety of on the following themes: pedestrians and bicyclists, particularly about motor vehicle collisions. • Data-Driven Decision Making:Continuous data collection and analysis, including near- Traffic Priorities: Questions were raised misses detection, are critical for identifying about the city's traffic priorities, with hazards and informing targeted interventions. residents seeking a balance between commuter efficiency and local safety. • Infrastructure and Safety Enhancements: Ensuring infrastructure safety with specific • Intersection Safety: The issue of "right on countermeasures such as build-outs, curb red" at intersections is a notable concern, extensions, ITS components, and treating with suggestions for safer intersection trail intersections as regular intersections are design. essential for protecting all road users. Speed Limits and Infrastructure: Effectiveness and Evaluation: Establishing • Residents advocate for measures to reduce clear metrics and methods to measure the vehicle speeds, such as lowering speed effectiveness of the Vision Zero Action Plan limits and redesigning infrastructure for ensures that the implemented strategies safety. achieve their intended outcomes. CUPERTINO VISION ZERO ACTION PLAN 18 43 BPC 06-13-2024 BACKGROUND&060C199 • Proactive Safety Measures: There is a WEBSITE & INTERACTIVE MAP INPUT clear call for proactive measures to enhance PLATFORM road safety and avoid waiting for accidents The project included a website hosted by the or fatalities to trigger action. City, which was continuously maintained with The second community workshop centered project updates. on key aspects outlined in the plan, including This plan also took into consideration the countermeasures, Vision Zero programs, comments and input received by the City partnerships, and the data collection plan. through the interactive map tool platform that Additionally, it presented an overview of the was posted to the City's Engage Cupertino Draft Report, with a public review opportunity website as part of the LRSP process in 2022. announced. Primary community concerns The interactive map was used to solicit input revolved around the following themes: from Cupertino residents and stakeholders • Enhancing Pedestrian and Bicyclist outside the confines of traditional meetings. Safety. Recognizing the heightened Community members and stakeholders shared vulnerability of pedestrians and bicyclists, their observations and concerns regarding there was an emphasis on the imperative locations and situations where collisions prioritization of their safety. are occurring but are not necessarily being reported. They shared their knowledge and • Implementing Pedestrian and Bicyclist experiences of locations where "near-miss" Programs: Addressing concerns about collisions were occurring. They also indicated visibility during nighttime activities for those locations that did not "feel safe" and pedestrians and bicyclists, suggestions that, despite a lack of documented crash data, were made for a city-wide program, a heightened risk of collisions existed. potentially involving the distribution of armbands or the provision of strobe lights In total, 387 comments were received through for bicyclists. the interactive map input platform. The most comments received were about Stevens Creek • Clarifying Countermeasure Prioritization: Boulevard and McClellan Road, and the most The community sought more explicit information on the city's leadership common concerns involved pedestrian safety approach to reducing collisions. There and bicycle safety. was a call for greater clarity regarding the The results of the interactive map are shown specific countermeasures the city plans below in Figure 8 and summarized in Figure to employ to effectively minimize these 9 on the following page. In Figure 8, each dot incidents. and line represents the intersection or corridor of concern mapped by a community member. Comments received from the community are attached in Appendix A. CUPERTINO VISION ZERO ACTION PLAN 44 BPC 06-13-2024 BACKGROUND&060C199 FigureI. Comment Responses � ° '�- .�r��"w�, � .•i . ' 'yam Iw L. {+•w..L 4 •. �yS i` ��it- s 1,,, �.�y� •��' � _,3� .Ear ,Y�• _ '.7 i:.�� mw� Figure • Locations • I SafetyConcerns as Identified by Public Comments 160 100 80 • • • • i CUPERTIN • • VISION ZERO ACTION F I - C 06-13-202 46 of 12 • • �• • 40 Ilk lki AN ki TA = RIVE OWN . ..: - ..._..-:..-"_ _:sera:-��'� .r•�o- - -± 'iR 46 BPC 06-13-2024 CITY OF 4. The stories and perceptions shared by others This information is used to describe historic are important to a successful discussion and collision trends and identify high-risk consideration of Vision Zero. While traffic locations within the city. This data acts as a safety is frequently couched in terms of data primary resource for the Cupertino Vision analysis, we know that no one wants to be Zero Action Plan. Vision Zero is a data-driven viewed as data, and that no one wants their strategy intended to eliminate fatalities and neighborhood to be viewed as data. However, severe injuries on all roadways, bikeways and data does give us a place from which to start an sidewalks. The data driven process includes: objective conversation about roadway safety in Cupertino. The City of Cupertino analyzed collision .. . recorded from 2012 to 2022 that calledwas retrieved from their collision database system CROSSROADS. 1. Identifying Collision Trends Ex- 4. P4tying Collision Profile! amination of collision data to as- Int tion of various collision fac- sess patterns and trends related t recognize the most com- mto the timing, locations, causes, types of crashes, and catego- and parties involved in crashes. rize into nine collision profiles 7 2. Identifying High IvM : Iden- 5. Listing Countermeasure Toolbox: tification of specifi outer where Compilation of successful countermea- a significant numbKof fatal and se- sures based on nationwide research vere injury collisions frequentl occur. and best practice, aligning them with corresponding collision profiles. 3. Identifying High Injury Intersections: Identification of specific intersections 6. Identifying Priority Project Locations: where a significant number of fatal and The selection of seven corridors with severe injury collisions frequently occur. high collision frequency, determined by collision density and confirmed by input from the local community. CUPERTINO VISION R.ACTION PLAN BPC 06-13-2024 DATA-DRIVEN APPC1A0 COLLISION TRENDS By analyzing collision records, the City gained the abbreviation KSI is used to denote collisions insights into the individuals involved, the resulting in either fatalities (K) or serious factors contributing to the collisions, the injuries (SI). Figure 9 shows the collision trends timing, locations, and the reasons behind observed in Cupertino during the period from collisions—especially those leading to fatalities 2012 to 2021: or serious injuries.Throughout the Action Plan, Figure 9: Collisions Trends in City of Cupertino (2072 to 2021) Cupertino saw 1151 collisions between *- �'4X 17i!rtrnf ►d34 r0(Ji5inns) of 2012 and 2021 including 83 K51 Collisions pedestrian and bicycle KSI collisions co ' occurred at intersections Victims between 25-64 years represent ' E 55 percent (24 collisions) of Of _ pedestrian and bicycle KSI collisions K51 collisions involving pedestrian occurring at intersections occurred at and bicyclists signalized intersections 38 percent (439 collisions) of Pedestrian and bicycle KSI collisions all collisions involved pedestrian and were most likely to occur in the late bicycle yet pedestrian and bicycle afternoon or evening. c �t collisions comprise 62 percent (50 08 collisions) of the collisions collisions) of KSI collisions occur between 4 P.M.and 10 P.M. On average, a crash occurs every three days in a traffic signal does not guarantee safety, as Cupertino. Although pedestrians and bicyclists more than half(55 percent/24 collisions) of the are involved in just over a third of all crashes, intersection collisions involving pedestrians they make up 62 percent (50 collisions) of the and cyclists happen at signalized intersections. crashes resulting in fatalities or severe injuries. A significant portion (58 percent) of those who This underscores their susceptibility as road suffer fatal or severe injuries in such collisions users, thus they are referred to as vulnerable fall within the age range of 24 to 64 years. roadway users. Intersections pose the greatest Furthermore, the majority (56 percent/261 risk of a fatal or serious injury crash to vulnerable collisions) of pedestrian and bicycle fatalities roadway users,with the majority(88 percent/44 and severe injuries take place during the late collisions) of fatal and severe injury collisions afternoon or evening, specifically between 4 occurring at intersections. The presence of p.m. and 10 p.m. CUPERTINO VISION ZERO ACTION PLAN 48 BPC 06-43 t 4 FOCUSING ON FATALITIES Figure 10: Map of Fatalities and Severe Injuries (2072-2021) AND SEVERE INJURIES Vision Zero is an approach aimed at eradicating all fatal and severe injury traffic crashes while simultaneously promoting safe, equitable, T� - and healthy mobility for everyone. Figure � � o •) HOMESTEAD RD •� •• � r - -�� - •�..o • A 10 illustrates the fatalities and severe injuries w that have occurred in the City of Cupertino • LU J Q I between 2012 and 2021. Figure 11 shows the J j }�0 PRUNERIDGE AVE fatalities and severe injuries that occurred in �]r m • ¢ Ln z the City by year. By prioritizing the prevention o f J` • :z t• z �• of fatal and severe Injury crashes, Vision Zero o — a a U- �," z co recognizes the significant impact of such tragic r events. Initiatives and enhancements directed w _ STEVENS CREEK BLVD z STEVENS CREEK BLVD at preventing these types of collisions yield • i substantial advantages, aligning with the City o LU � of Cupertino's pledge to eliminate all fatal and m f • _ m ¢ -- serious injury traffic crashes by 2040.A detailed .. '� z _ MCCLELLAN RD - Z y z X collision analysis is available in Appendix 1. 00 + a ; ¢ Imo- 11' u. 0 v, cr m sot -I �.I • ! a C111V R In RD g • / `F ca • BOLLINOER R • JF Q 1- • ` w o ; _ - Figure 11: Fatalities and Severe Injuries by Year 1 �- RAINBOW DR 16 14T_, 12 \ Q Collision by Severity c° 10 PROSPECT RD O • Fatal Y 8 L 6 9 9 io Severe Injury � 9 10 S �4 l ` r Source : Crossroads (2012-2021) 2 z 0 � © � � � �■ © � �ki � d 0.25 0.5 1 mi.2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Year of Collision ■Fatal Severe Injury4Kr("TJKM CUPERTINO VISION ZEKO ACTION PLAN 71 24 49T �. HIGH INJURY NETWORK r i �r ii h1�1 The City conducted an additional spatial To optimize the allocation of funds for capital examination of collision data to pinpoint the improvement projects and prioritize traffic corridors and intersections with the highest safety efforts, the City of Cupertino will utilize level of fatal and serious injuries for pedestrians, the identified high-injury network of corridors bicyclists, and motorists. This network of and intersections. This Vision Zero Action Plan high-injury corridors and intersections was incorporates several measures derived from the determined by selecting those with the highest high injury network analysis. By concentrating crash densities and considering the severity on these high-priority streets, the City can of the crashes. Incidents resulting in fatal or efficiently allocate limited resources, such as life-altering injuries were given greater weight funding and staff time, where they can have than other injury-related crashes. The analysis the most significant impact on enhancing encompasses crashes involving all road users. traffic safety. m sljiu OF WIN Zso— IL mor wr ,MEN _ I ` � Lam.•■ �:ll� � 1 1 1 " � � _■I_ I . • � r�l _ �� Ill �� .- •. .- III f - - - - - .. .� �Yr� - ,� � 1•j�1 44 Zso .- • - . . : - -.. .... �� 7 15 21 -36 46 ON 45 37 Wr - II A 1� - 48 40 2 4 - 9 • 280 ' 36 42 .- • :. . : 29 32 16�-- 24 .. 28 39� � •, �`r • � � 13 �1�25� - • '' �35�� High Injury Network - Intersections ' • :• ��t-- 1. De Anza Blvd.& Homestead Rd. 26. Calvert Dr.&Loree Ave. 38� \ 2. Bandley Dr.&Stevens Creek Blvd. 27. Chishoim Ave.&Milford Dr. I ` 3. Cupertino Rd.&Stevens Creek Blvd. 28. Clubhouse Ln. &McClellan Rd. r 4. Stevens Creek Blvd. &De Anza Blvd. 29. Cordova Rd.&Santa Lucia Rd. 5. Blaney Ave. &Stevens Creek Blvd. 30. De Anza Blvd. &Infinite Loop. .• 6. De Anza Blvd.& Mariani Ave. 31. De Anza Blvd. &Lazaneo Dr. 7. De Anza Blvd.& Rodrigues Ave. 32. Foothill Blvd.&Santa Paula Ave. 8. Homestead Rd.&Ontario Dr. 33. Hazelbrook Dr. &Stelling Rd. 9. Pepper Tree Ln. &Stelling Rd. 34. Johnson Ave.&Tilson Ave. 10. Bubb Rd.& Peninsula Ave. 35. Linda Vista Dr. & Santa Teresa 11. De Anza Blvd.&1-280 NBoff/R. Dr. 12. Fallen Leaf Ln.&Homestead Ct. 36. Miller Ave.&Phil Ln. 13. Bollinger Rd.&Miller Ave. 37. Pruneridge Ave.&Tantau Ave. 14. Bollinger Rd.&Wunderlich Dr. 38. Rainbow Dr. &Stelling Rd. 15. Greenleaf Dr.&Stelling Rd. 39. K�.erside Dr. & Stevens Canyon 16. McClellan Rd.&September Dr. 40. Saich Way.&Stevens Creek Blvd. 17. Vista Ct. &Vista Dr. 41. Blue Jay Dr.&Bluejay Dr. 18. Homestead Rd.&Quail Ave. 42. De Anza Blvd. &McClellan Rd. 19. 1-280 NBon/R.&Wolfe Rd. 43. Echo Hill Ct.&Robindell Way. 20. Auburn Dr.& Portal Ave. 44. Homestead Rd. &Wolfe Rd. 21. Beardon Dr. &Valley Green Dr. 45. North Wolfe Rd.&1-280 NBoff/R. 22. Blaney Ave.&Wheaton Dr. 46. Infinite Lp. &Mariani Ave. 23. Bollinger Rd.&Estates Dr. 47. Stevens Creek Blvd.&Wolfe Rd. 24. Bonny Dr.&McClellan Rd. 48. Stevens Creek Blvd. & Stelling 25. Bubb Rd.&Columbus Ave. Rd. BPC 06-13-2024 DATA-DRIVEN APPWbAdA0 COUNTERMEASURE TOOLBOX The City has developed a comprehensive set that not all treatments are appropriate for all of countermeasures for the implementation roadway types.This toolbox can be considered of safety projects. These countermeasures a roster of countermeasures the City has at its encompass strategies in the fields of disposal to address safety-related concerns engineering, education, and enforcement. The along the roadway network. Detailed definition toolbox consists of over 50 countermeasures, of each of the countermeasure is given in covering aspects of roadway design, pedestrian Appendix 2. safety, bicyclist safety, operations and signal timing, speed management, signage and The countermeasures have been evaluated marking, and even includes elements of using three criteria: Efficacy, Cost, and Complexity, and assigned each criterion a education, public awareness, and enforcement. This toolbox is intended to assist the City in score: identifying the most suitable countermeasure for specific safety measures, recognizing HIGH: MEDIU : �■ ■❑ LOW: 0 ❑7-1 UNKNOWN: ❑ ❑❑ • Efficacy: This refers to the expected safety benefit, determined through academic research and industry standards. • Cost: The overall expense involved in designing and implementing the countermeasure. • Complexity:The anticipated level of difficulty the City may encounter when implementing the countermeasure. CUPERTINO VISION ZERO ACTION PLAN 31 53 BPC 06-13-2024 DATA-DRIVEN APPC1A0 ROADWAY DESIGN PEDESTRIAN SAFETY ROAD DIETS AND LANE LANE RECONFIGURATION MARKED CROSSWALKS HIGH-VISIBILITY REDUCTION CROSSWALKS WITH ■ ■ ❑ ADVANCED STOP OR YIELD i ■ ■ ■ ■ ❑❑ SIGNS ■ CURB EXTENSIONS & � CONSOLIDATING BULB OUTS DRIVEWAYS PEDESTRIAN REFUGE RECTANGULAR RAPID ❑ ❑ ISLANDS AND MEDIAN FLASHING BEACON (RRFB) ❑El ■ ■ ❑ Ago ROADWAY AND INTERSECTION INTERSECTION SAFETY I v~ TIGHTENING LIGHTING " ❑ PEDESTRIAN SCRAMBLE ACCESSIBLE PEDESTRIAN ■ �� ■ El ■ SIGNAL (APS) ■ ❑ ❑❑ ❑ RAISED INTERSECTIONS RAISED CROSSWALK ❑ i MIDBLOCK CROSSWALKS PEDESTRIAN HYBRID _ ■ ■ � MoElr BEACON . ■ SLIP LANE CLOSURES RAISED MEDIANS e ❑ ■ i r WO El M r =,EI E El M WE E:l ■ ■ ■ ■ ■ NO RIGHT ON RED m m CLOSING SIDEWALK GAPS ❑ El ■ ❑ No CUPERTINO VISION ZERO ACTION PLAN CUPERTINO VISION ZERO ACTION PLAN 32 54 BPC 06-13-2024 DATA-DRIVEN APPC1A0 kit SPEED MANAGEMENT BICYCLIST SAFETY I VEHICLE SPEED SCHOOL REDUCED SPEED SCHOOL BIKE INTERSECTION SIGNAL DETECTION AND FEEDBACK SIGN SPEED ZONE L MIT !� MARKING ACTUATION ❑ El El J❑ =. El NJ =OE I Lill" El El AUTOMATED SPEED SPEED CUSHIONS, SPEED BICYCLE SIGNAL mul BIKE BOX ENFORCEMENT HUMPS AND SPEED TABLES ❑ ❑ I Elc:r I ■ - L✓ 111pli.11 ❑❑ ■ ■ M■ ❑ 1!1L TWO-STAGE BICYCLE GREEN PAVEMENT CHOKERS, CHICANES, TURN CALMING PROGRAM _ TURN BOX ❑ BULB OUTS, SPLITTER 5 ■ �' ❑ `-® ISLANDS, AND ■ El ❑❑ ROUNDABOUTS _❑ Ir' PROTECTED BIKEWAYS BUFFERED BIKE LANES ■ ■ I ■ ❑ IMPPROVE HIGH SPEED SPEED LIMIT REDUCTION ■ ■ ■� EFFICACY: ■ ■ ❑ FRICTION SURFACE LIMIT - AB 43 TREATMENT 20 El PLENTY COST: ■❑❑ ■ ❑ COMPLEXITY: ■ ❑ ❑ SHARED USE TRAIL& M PRIORITIZE BIKE LANES BICYCLE PATH OVER ON-STREET PARKING J � I PROTECTED BIKEWAYS - LOW COST OPTION (WITH PLASTIC STUBS OR STRIPING) EFFICACY: ■ ■ ❑ COST: ■ ■❑ COMPLEXITY: ■ ■ ❑ CUPERTINO VISION ZERO ACTION PLAN CUPERTINO VISION ZERO ACTION PLAN 34 55 BPC 06-13-2024 DATA-DRIVEN APPC1A0 OPERATIONS AND SIGNAL TIMING SIGNAGE AND MARKING } ADAPTIVE PEDESTRIAN SIGNAL DETECTION & SIGNAL TIMING ACTUATION PEDESTRIAN BACK-PLATES WITH PEDESTRIAN PADDLE ❑ } COUNTDOWN SIGNAL ,�., RETROREFLECTIVE SIGNS - HEAD BORDERS ❑ ■ ❑ ❑ ❑ IN ❑ =IN ❑ LEADING PEDESTRIAN MODIFIED INTERSECTION EDGE LINE PARKING RESTRICTION AT INTERVALS I STOP-CONTROL ~ .'� INTERSECTION ❑ M E:l El ■ ❑ ol n. ■ DEl ME El k .........k k ME]1:1 y PROTECTED LEFT TURN ADVANCED DILEMMA SIGNAL ZONE DETECTION CONVERT SIGNAL TO MAST ■ ❑ ARM ■ ❑ ■ ❑ ❑ SIGNAL SYNC SLOW SIGNAL TIMING AND GREEN WAVE PHASING IMPROVEMENTS Elm ENFORCEMENT Elm FLASHING YELLOW HYBRID LEFT TURN SIGN RIGHT TURN SIGNAL 0 HIGH VISIBILITY EDUCATIONAL INITIATIVES ❑ ENFORCEMENT OVER CITATIONS =0 El ME 7, E WEl. l =El ■ ❑ TRAFFIC SAFETY '0 RED LIGHT VIOLATION H = DIVERSION PROGRAM CAMERAS ' ❑ ❑ ■ ❑ ■ ❑ CUPERTINO VISION ZERO ACTION PLAN CUPERTINO VISION ZERO ACTION PLAN 36 56 BPC 06-13-2024 DATA-DRIVEN APAbg(dAO EDUCATION AND PUBLIC AWARENESS TRANSIT SAFETY EDUCATIONAL RAPID RESPONSE SAFETY CAMPAIGN + COMMUNICATION ® TRANSIT ISLANDS FLOATING TRANSIT STOPS ❑ PROTOCOL EFFICACY: ■❑❑ EFFICACY: ■ ❑❑ it F ❑ COST: ■ ■ ■ COST: ■ ■ ❑ ■❑ COMPLEXITY: ■ ■ ■ COMPLEXITY: ■ ■ ■ ❑❑ h SAFE ROUTES TO SAFE ROUTES PROGRAMS SCHOOL PROGRAM BUS BULB OUTS YIELD TO BUSSES - ORDINANCES EFFICACY: ■❑❑ YIELD EFFICACY: ■ ❑❑ COST: ■ ■ ■ COST: ■❑❑ COMPLEXITY: ■ ■ ■ COMPLEXITY: ■ ❑❑ COMMUNITY SHARE THE ROAD PARTNERSHIP AWARENESS PROGRAM TRANSIT STOP PLACEMENT ❑ EFFICACY: ■ ■ El ��' LEICOST: ■ ■❑ ■ ❑ ■ ❑ COMPLEXITY: ■ ❑ ❑ VISION ZERO TRAINING ALCOHOL USE DISORDER MANUAL (AUD) ASSESSMENT & ■ TREATMENT PROGRAMS ME ❑ I = 1�1 ■ ■ NEIGHBORHOOD TRAFFIC COMPLETE STREETS POLICY CALMING PROGRAM (NTCP) EFFICACY: ■ ■ ■ EFFICACY: ■ ■ ■ COST: a ■ ❑ COST: ■ ❑ COMPLEXITY: ■ ■ ❑ COMPLEXITY: R ■ ❑ ACTIVE TRANSPORTATION PLAN t .. EFFICACY: ■ ■ ■ COST: ■ ■❑ COMPLEXITY: ■ ■ I—I CUPERTINO VISION ZERO ACTION PLAN CUPERTINO VISION ZERO ACTION PLAN 38 57 BPC 06-13-2024 DATA-DRIVEN APPEkbAdAO COLLISION P. ES The City of Cupertino has identified the top Summarized in Figure 14 and Figure 15, the nine collision profiles that emphasize the trends subsequent pages identify the nine collision observed in crashes resulting in people being profiles and their respective countermeasures. killed or seriously injured (KSI). These profiles are developed through the analysis of collision The collision profiles encompass diverse data and relevant environmental factors. collision attributes, such as speeding vehicles Each profile identifies a collision type that is or red light violations (as documented in the considered a priority concern. Accompanying collision reports), alongside contextual factors each profile are safety countermeasures like the collision's location on a corridor, at an intersection, or in proximity to a school, park, drawn from the previous section that is most applicable to the specific crash and location or transit stop. Notably, individual collisions could align with multiple profiles. To illustrate, context. a collision might simultaneously fall under both a speed-related incident and involve a driver under the influence of drugs or alcohol. Figure 74: Top Nine Collision --ofiles PROFILE 7: PROFILE 2. PROFILE 3: Pedestrian& Unsafe speeds Improve intersection �. bicyclist are most r safety for all vulnerable ■y {6 PROFILE 4. PROFILE 5: PROFILE 6: Pedestrian code Majority of bicycle Teenagers biking violation collisions are 1 near schools and broadside collisions ��I parks PROFILE 7: 1 PROFILE 8: PROFILE 9: Driving under Bicycle collisions andE6 ,3 Collisions near influence automobile transit stops 1 right-of-way violation CUPERTINO VISION ZERO ACTION PLAN 40 58 BPC 06-13-2024 DATA-DRIVEN APPWdAdAO Figure 15. Collision Profile Stats OF ALL %OF ALL KSI %OF AUTO TO %OF BICYCLE KSI PEDESTRIAN COLLISION PROFILE (#OF ALL KSI) AUTO KS1 (#OF BICYCLE (9 OF PEDESTRIAN 1.Pedestrian&bicyclist are bp% (50) 100% (27) 1 bb°f° (24) most vulnerable 2.Unsafe Speeds 10% (8) 19% (6) 7%(2) 3.Improve Intersection Safety for All 88% (73) 47% (15) 85%(22) 100% (24) 4.Pedestrian Code Violation 10% (8) 33% (8) 5.Majority of bicycle 11% (9) 33%(9) collisions are broadside • collisions 6.Teenagers biking and walking 10% (8) 19%(S) 13% (3) near schools and parks ----------------- ------ ---------------------- -- --- -- -- or- ; 7.Driving under influence 5% --------------- -- -- -- -- -- -- ------ ------------:---------------------;--------------------- 8.Bicycle Collisions and v, 22%(6) Automobile ROW Violation -- -- -- -------- - --------------,--------------- ------------------- - 9.Collisions near transit stop 13% (12) 9% (3) 15%(4) Please Note:Due to the passibility of a single coflisOn being classified under multiple profiles, the figures in the table do not total up to 700%. In cases where a cell lacks a KSI percentage, it signifies that there were zero KSI collisions recorded for the indicated mode within that particular profile_ CUPERTINO VISION ZERO ACTION PLAN 41 59 Pedestrians and bicyclists do not have the protection of a "steel box"as they travel along our roadways.Weather conditions, ' • pavement deficiencies, and lack . 7'�� • * •" " • " • of safe and useable facilities adds �' 1 - �—rr • • • • ' • • • '• to the risks pedestrians and \ 2so bicyclists face every day. -180 ACTORS . . ._ • •.. _ . ._._ . .. •� � � �, — L ail IIIII IIIII � 22/o of the Pedestrian collisions I 11— • occurred due to Pedestrian �. , =�� 1 -- ! zso Violation (crossing outside the ' crosswalk) MEN occurred . . ,� �■ � 5 Pedestrian KSI collisions ��' __ •' • occurred as a result of crossing • -' -'• -' - '�' ' - ' - " outside designated crosswalk WINES! .� M� ��. .. -. . • . - • - . - areas • • a �� E�� 50%of pedestrian and bicyclist y t • KSI collisions occurred on � •� � � ` � � �� r �a Stevens Canyon Road, • Homestead Road and De Anza � '• � ., I,,, Boulevard,which are corridors . . . . . . . of concern . . MODES _ STATS �� 5H RRE OAD THE ■ • KSI CRASHES o Accounts for 62% (50 collisions) • , , • of all KSI collision _ • _ _ . 33% (27 collisions) of KSI .• , _ �• collisions involving bicyclists . •• -• • • • • • o 29% (24 collisions)of KSI • •• . • collisions involving pedestrian . 1 The primary collision factor of "unsafe speed" indicates that one of the parties involved was driving at a speed greater than • ' was reasonable or prudent. � • "• "•. "• _ " •"• • _ • " •• Reducing vehicle speed can give drivers additional time to280 •• • - respond to potentially dangerous 3� �,�I ■ T situations. Lower speeds ` — _ ❑�' • decrease the severity of injuries 2E80 1 ^ • by lessening the impact of the ■� �� crash.The subsequent Ful M • I I • • countermeasures suggest ••• • _ _ • _• potential strategies for reducing �} travel speeds on our roads, Ir LI III I I discourage unsafe c nsafe compliance and ^ r' �I� �� •'�, I I encouraging better om lianceLEO - � • �1 I�I " • with posted speed limits. .uL•7�' ■�■■ - 280 ■ II .... .. -. .--. --... FACTORS - ,� .� �� •�F W. �� , �IIIJ YOUREEO 9 I� ■ o PrimaryCollision Factor is ,� �, 1;- �� ■■� • • UNSAFE SPEED ■� � � '� o 88% of collisions caused by �� •�� ' • ' speeding occurred on arterial . • '- -• streets a �► MODES SCHOOL '-• • •--. •• • - SPEED "• ' �' • • • • • STATS LIMIT15 • • ■ • ■■ .--. • ■■ � KSI CRASHES . . I _• • _• • •. Accounts for 10% (8 collisions) I -. .• . , .--. of all KSI _� • ,... I -• • • • • 7% (2 collisions) of KSI collisions I involving pedestrian and I ■ I • bicyclists I • BPC 06-13-2024 62 of 120 PROFILE 3 IMPROVE INTERSECTION SAFETY Intersections represent FOR ALLgreatest • • - Profile 3: Improve Intersection Safety for All . points .Ilers to .... - BIKE INTERSECTION MARKINGspee _ gapsHOMESTEAD Emphasizes the priority of cyclists over �. f l rt p r Y � p turning vehicles and enhancing visibility. ,. , path. . the _JI design and operation of a�''• EFFICACY: ■■❑ intersections does n• COST:■❑❑ align --. • P . • .. .. - z � ■ I �� \� � • COMPLEXITY: ODE] • s .. .: ' _- fl i Aria _ ■ roadway users. 40 MARKED CROSSWALKS Effectively decrease the occurrence of I 'collisions along high risk corridors ' O _ f 1 ■ I L_J • W446-1N' I I I Siff 'ENS CREE.R ■ ■ I ■ EFFICACY: ■■❑ - �_.410� a■ =nf MO=0 •�>! ■ ■ ■ COST:■■❑ COMPLEXITY: ■❑❑ y;, f ! L�I I _ �� ■ II Ir—r of • • occurred = PE E_R TFZIFE z� _ within the functional area (250 ADAPTIVE PEDESTRIAN SIGNAL TIMING of Sensor detects when pedestrian are present in ALCALD 1 MC crEry — D — p _ l 4 L( ' ■ I ,_ a crossing and automatically increases • -• - �/ l ' `` \ crossing time when necessary • -. • . � J1 O EFFICACY: ■■❑ J C)�J I ' COST:■■❑ Majority • • • • -• VERS/� ¢ �� pedestrian violation and , [ ■ -INGER - _ r COMPLEXITY: ■■❑ • - • ., \ > 1 r _ ` _ a' ■ a ■-� ./ RAISED CROSSWALK automobile violation Reduce vehicle speeds and enhance the R pedestrian crossing environment. MODES EFFICACY: ■■■ - _ COST:■■■ r— ■ COMPLEXITY: ■■■ • • ( ` LANE RECONFIGURATION Reapportion the street to reduce excessive STATS `ss speeding and better serve all road users. - EFFICACY: ■■■ LEGEND COST:■■■ COMPLEXITY: ■■■ KS1 CRASHESOther KSI Collisions Collisions Near Intersections Functional Area of Intersection (250 ft. buffer) i Motor-Motor KSI Collision ROUNDABOUTS 0 Accountsfor • • High Injury Network • Pedestrian-Motor KSI Collision Proven safety countermeasure that reduces of • • Major toads (D Bike-Motor KSI Collision speeds and crash potential while better • • of other Roads serving all roadway users collisions involving pedestrian ❑ City of Cupertino Boundary EFFICACY: ■■❑ and • • of COST:■■■ colliisions involving bicyclists COMPLEXITY: ONE IIL CUPERTINO VISION ZERO ACTION PLAN 46 62 BPC 06-13-2024 63 of 120 PROFILE 4 PEDESTRIAN CODE VIOLATION Pedestrians can become Profile 4: Pedestrian Code violation abilityimpatient when their impededtravel safely is by a lack of safe signals MARKED CROSSWALKS . .convenience of Effectively decrease the occurrence of o, F 1D 7� collisions along high risk corridors users. Distracted travel while I a using a hand-held device alsoMA z EFFICACY: ■■❑ increases the risk of � � a COST:■■❑ COMPLEXITY: ■❑❑ �� c' DIAI —� U INTERSECTION SAFETY LIGHTING FACTORS 5 � L Decreases accidents involving them during nighttime and increases awareness and 4> J: 47 4� H response time. SIFff 4 � i�> _ EFFICACY: ■■■ COST:■■■ o 2 Pedestrian Fatalities occurred > COMPLEXITY: ■■❑ pr;due to pedestrian violating ADAPTIVE PEDESTRIAN SIGNAL TIMING traffic code Sensor detects when pedestrian are present in MC ZAL AN o At a crossing and automatically increasesoccurr_ as a• _ • • — �� J o crossing crossing time when necessary • _•designated sult •crosswalk EFFICACY: ■■❑ areas. COST:■■❑ of F LIN COMPLEXITY: ONE] • -• • • hours of darkness on streets SHARE THE ROAD AWARENESS PROGRAM illuminated by Create a Share the Road Awareness Program ~ ra i for motorist, bicyclist and pedestrians that is '`` n �.An easily accessible. MODES .! , EFFICACY: ■■❑ COST:■■❑ — COMPLEXITY: ■■❑ FLASHING YELLOW RIGHT TURN - - Indicate that drivers may turn after yielding to ! o 85 oncoming traffic.These turns are consideredSTATS - "permissive." EFFICACY: ■❑❑ COST:■■❑ COMPLEXITY: ■■❑ , LEGEND Pedestrian Crosswalk Collisions Caused by MIDBLOCK CROSSWALKS KSICRASHES High Injury In'ur Network Pedestrian Code Violation Increases safetyb decreasing random and . . '. • rr ... Major Roads • Pedestrian-Motor KSI Collision y g G • Other KSI Collisions unexpected pedestrian crossingscollisionsGG other Roads of • • ❑ City of Cupertino Boundary EFFICACY: ■■❑ pedestrians COST:■■❑ J COMPLEXITY: ■■❑ w CUPERTINO VISION ZERO ACTION PLAN 48 63 BPC 06-13-2024 64 of 120 PROFILE 5 MAJORITY OF BIKE COLLISIONS Right , off Profile 5: Majority of Bike Collisions Are Broadside Collisions ARE BROADSIDE COLLISIONS parallel "right hook" PROTECTED BIKEWAYS common and most dangerous Segregated lanes shielded by flexible posts, HOMESTEAD Li parked cars, and planters for safe bicycle a travel separate from vehicle traffic. z EFFICACY: ■■■ ¢ COST:■■■ Tom/ COMPLEXITY: ■■■ or DI TWO-STAGE BICYCLE TURN BOX FACTORS Offers bicyclists a multi-stage process to safely and more visibly make a left turn CR H T EFFICACY: ■■■ COST:■■❑ Bicyclistbroadside occurred COMPLEXITY: ■■❑ due a • ,,, ,_ collision = PE ER E Z BICYCLE SIGNAL broadside bicycle O J w g Prioritizes bicycle movements at intersections, collisions were due to traveling LCA Mc LA - separating them from conflicting motor I vehicles _ Il J EFFICACY: ■■❑ 2 out of 9 KSI broadside bicycle ¢ COST:■■'] • • • -• • IS,), ¢ "' ro r OLLI COMPLEXITY: ONEa left turn r TURN CALMING PROGRAM `^ Basic or complete hardened centerlines for left turns and Slow Turn Wedges enforces MODES safe turning practices EFFICACY:■❑❑ - - COST:■❑❑ COMPLEXITY: ■❑❑ T-70 i * 2 9 YJ BIKE BOX Safe and visible way to get ahead of queuing 85 traffic during the red signal phase. STATS EFFICACY: ■❑❑ COST:■■❑ ' COMPLEXITY: ■❑❑ KSICRASHES LEGEND Broadside Collisions High Injury Network O Bike-Motor KSI Collision FLASHING YELLOW RIGHT TURN Major Roads Other KSI Collisions Indicate that drivers may turn after yielding to • • • • Other Roads oncoming traffic.These turns are considered of • •ns involving - 0 City of Cupertino Boundary "permissive." • EFFICACY: ■❑❑ • • of all KSI COST:■■❑ collisions COMPLEXITY: ■■❑ CUPERTINO VISION ZERO ACTION PLAN 50 64 A lack of bicycle and pedestrian facilities or higher than appropriate • • ' • • • vehicle speeds contribute to increased risk in areas where there _ are concentrations of younger ` 7 .,..,..• travelers.Additionally,a less ,� - • •�.�- ■ ;; ;; •• • •' • • • emotional and mental maturity as 280 ��=' , ••' •• • •- •• - •• - compared to an adult may result in ■ younger people making crossing 260 • ■ decisions when it is not safe to do OR Aso • ■ so. , • SCHOOL -• • •--• •• • Warr r �� • FACTORS SPEED -• •--• • • CAD LIMIT . . ° � a• �.� .:; •'' , �.. .u �� 82/° (68 collisions) of all KSI ��+l� t.J'y• �� ;I> �r .�.. 15 ■ collisions occurred with a + , =�� `� =wi:7f . •.. r ''8Q . ■■ quarter mile of a school or a ' •�� !:� ' i �� iii ' ` ,r �■�� - . ark 56%of fatalities (5 collisions) �� r •= • • • • occurred within a quarter mile '� � �� vs k��_{�„ .•.� �� W �Il�i>��q' ..• . . . •. . . radius of schools and parks �r .�. � - .� i•••_110� All collisions in this ■ quarter-mile radius were either • ■ pedestrian or bicycle related ■ � At least 8 of these collisions involved teenagers aged 15-20 i • • , �� years. •• -• • ' MODES ♦ • • ��V • STATS . � .- -. 0 KSICRASHES • • o Accounts for 10% (8 collision) of .. \ • KSI collisions .. • • • o Unsafe speeding caused 22% (2 • • • collisions) of teen biking • ... •.. _� collisions near schools and - • '••• ■ � parks,with an additional 22% (2 � • ''' ■ collisions) due to automobile • ROW violations. Drinking alcohol or using drugs while driving is a dangerous ' epidemic.The ability to safely • • ' • ' ' '`% ' operate a motor vehicle is . ' . � = ' ' • ' ' impaired by alcohol and drugs. • • • - • -• • •- -• Unfortunately,the decision , �' - fir-.- �, ■ •• , drinking making alcoholocess tor using g drugs is 286 �— (�'�� ■■ g 9 g _ • also impaired. & LID F --- FACTORS ' •.+ � � - �� -- L III all collisions in the City of ■ Cupertino Alcohol and drug related KSI ■ ' collisions occurred due to • hitting fixed objects or were head on collisions. All of the collisions occurred ■■ alongthe roadway ► y► . W11 �� 1i J Primary collision factor was either vehicle code violation or �jy falling asleep while driving V �` • . . : YOUR SPEED . . . - . . . . .--. . . . . . MODES tz- STATS KSICRASHES • Accounts for 5% (4 collisions) of • all KSI collisions \ • All individuals responsible for the incident fell within the age range of 20 to 29 years • ' • Motorists do not always see • • bicyclists, even when the 0 bicyclists is"doing all the right things". Reducing vehicular 71 • • • speeds, minimizing conflict 0 • '• '•• '• ' •'' • • ' •• points,and providing physical - i J��r- , ■ •• '• • • • • • changes to the roadway to ,� -1= ■ •• • promote safer choices can reduce + right of way violations. �[� zoo I� 280 w A • �I311fi1 FACTOR �,� � �� ,� Omni I 280 ■■ �� Half of the collisions occurred �— ■I��-� � . � ' .. ■ due to vehicle intending to turn �r . • • left or complete a U-turn on a �� _ �� W� `� W �■I�J roadway — r��•� ,� ■ Another half of the collisions r . occurred due to running a red • light or failing to stop at the �� • �� i■ limit line • - •• MODES 9 . r�. �Il . • _•- . : - • STATS KSI CRASHES • M Accounts for 7% (6 collisions) of all KSI collisions \ 22% (6 collisions) of KSI collisions involving bicyclists \\ • • • FACTORS •, -. • . . - • - . ° 65%of all KSI collisions zso -•• - • occurred within a quarter mile of stop bus a --- J® T xr Fs aE �V� • p � _ • r� zEgO a ° 35%of all KSI collisions within the quarter mile buffer were \+� • M '+ _ •_ _ _ • _ • vehicle-pedestrian collisionso _ L III 67%of fatalities occurred • 'L�1 • . = 1■ within a quarter mile buffer of a ��•s V! J1■iY�r�J�� `:w � � 28U • ■ bus stop \1 , ONE 'l ° 2 Collisions involving buses lead to serious injuries ■ �� •_�� i •_ , ° 9%of the collisions occurred ■ due to pedestrian crossing not l "' y ••�r �i y • in crosswalk 1 � - ► . � � � �� rr r o 15%of the collisions occurred • . • due to speeding . P.� ` MODES ill STATS �.,� ., The layout of sidewalks, and transit stops impacts how passengers and pedestrians perceive safety while accessing C` transit.Well-connected sidewalks should be a standard feature �� 1 /i in areas with regular transit service, preventing travelers from j� KSI CRASHES needing to walk on roads to reach stops.Transit stops should .. .. be designed to make boarding and alighting easy and safe for passengers of all abilities. Transit agencies could consider 13%of KSI collisions occur • transitioning to far-side bus stops to improve safety at street within 250 ft. of transit stops crossings for pedestrians accessing transit at each stop. �I • •... ■ 1 0 be . CUPERTINO VISION ZERO ACTION PLAN CHAPTER 3 A 4 .a T >. PL - ' W. _ 1 p 4. Al '.ice:... �• � 4 '.' •�`��+;�;� ... .. ;i?':•n - � ��- �fir' dj,4. m�:�F. •.�Mnt ri :'I§ 'i i, C#�L„�. �. .. � .• x,�.!.�?1��^�'f ii�r' .5x }� l.i�.tij�. fib!'" _ •xi i .1-?�`= '��-: ' '.S ��. _t...' h?.L, ` -}e.:y�•ti:•�.�f :.3..; ..ti.. .f: ,;� Y. -:�. aI r.ti N r F O '- Ail r. Tantau - � dwm r BPC 06-13-2024 CITY OF CU401ft ACTION r,.AN Leveraging the comprehensive framework of its Vision Zero Action Plan, the City of Cupertino is strategically positioning itself to synchronize future initiatives, including the Active Transportation Plan, Bicycle Plan, Safe Routes to School Plan and other planning documents. By identifying key corridors as high priority within the Vision Zero framework, Cupertino ensures that these vital thoroughfares serve as focal points for cohesive and synergistic safety enhancements across various planning documents. This approach not only streamlines efforts but also maximizes resources, enabling the city to address safety concerns systematically and comprehensively. As Cupertino commits to reducing fatalities and severe injuries, Vision Zero emerges as the guiding compass, steering the collective efforts of multiple plans towards a shared vision of safer streets and enhanced mobility for all. QRIOM 17Y CORRIDORS The City of Cupertino is focused on prioritizing the following eight corridors along the High Injury Network (HIN): • Stevens Creek Boulevard • Homestead Road • McClellan Road • De Anza Boulevard • Stelling Road • Wolfe Road/Miller Avenue • Bollinger Road • Blaney Avenue ni6, The following sections detail the current planning efforts and additional recommendations that the City could look into for the High Injury Network corridors.While it is essential to acknowledge that all streets are significant, the City must start somewhere, and these priority corridors have been historically known for frequent collisions and heavily influenced by stakeholder and public feedback regarding safety concerns. These recommended projects were chosen based on the previously completed collision analysis, which was used to determine collision profiles that were found to be leading factors of fatal and severe collisions in Cupertino. The recommended countermeasures are for high-risk intersections and roadway segments along the priority corridors. All countermeasures were identified based on the technical teams' assessment of viability, which consisted of extensive analysis, observations, city staff input, and stakeholder/community input, and are the most applicable and appropriate countermeasures that can make high-injury locations safer. The success of these recommended projects should be evaluated after project completion by the Vision Zero Task Force with respect to the appropriate progress measures outlined in the Action Plan and according to the Task Force work plan. CUPERTINO VISION ZERO ACTION PLAN 61 70 BPC 06-13-2024 71 of 120 ONGOING CITY EFFORTS AND RECOMMENDATIONS Recommended Project STEVENS CREEK BOULEVARD STEVENS CREEK BOULEVARD }� - : s . may.. , '�k, .�1 Y�•` '!;�$� iiLL^..r .f t ` '..S �. .,.,~-. �;F•. "�:Y 4-` ` ~LAY-C+ . -- � U p Z w � CHARACTERISTICS HIGH INJURY INTERSECTIONS Z Z � Q Q w vi m p Q O yfif W ^ STEVENS CRE The Stevens Creek Boulevard Corridor is a major1. Bandley Drive �I• STEVENS CREEK center for health, education, the tech industry, � ^ •�.�� Uw 2. Cupertino Road �`C� .� shopping, and housing, experiencing significant • — • a• • • • �I growth in commercial and residential land uses.The 3. De Anza Boulevard boulevard itself is primarily a six-lane divided 4. Blaney Avenue arterial roadway with auxiliary turn lanes at major 5. Saich Way intersections, complemented by a Class IV bikeway Ln between Wolfe Road and Tantau Road. The speed 6. Wolfe Road limit is 35 mph. From 2012 and 2021, the corridor 7. Stelling Road reported a total of 260 injury collisions, including 16 LEGEND otor KSI* Ped KSI* Bike KSI* • Non-KSI* severe injuries. Unsafe speeding was a common � _ factor leading to these severe injuries, followed by NS traffic signals and sign violations. • • • • 16 37 KSI Collisions INTERSECTION BICYCLE SAFETY CITY OF CUPERTINO - PLANNED PROJECTS IMPROVEMENTS IMPROVEMENTS 57 Injury Leadin Pedestrian Intervals (LPI) Q Class IV Separated Bicycle Facility The City of Cupertino has proactively taken measures to prioritize this corridor and has begun several ::260 ollisions g Q Bike Boxes improvements along this high-injury corridor. C 6 Q Signal Head and Equipment Upgrades Q Bicycle Signal • Improve Signal Timing The 2016 Bicycle Transportation Plan of the City of Cupertino recognizes and prioritizes enhancements required 166 A 6 Pedestrian Refuge Island Q Bike Detection Systems to improve and advocate for safer bicycle transportation within the city. One of the priorities is the need for a , No Right on Red Q Green Pavement Marking in Conflict separated Class IV bicycle lane along Stevens Creek Boulevard. Phase 1, completed in January 2021 between rl • Advanced Dilemma Zone for High Zone Wolfe Road and Tantau Avenue, marked a crucial milestone. Moving forward, Phase 2 completed design in winter 2023,covering the segment from Wolfe Road to Mary Avenue. Due to the corridor's length,the project is Speed Approaches divided into two phases: Phase 2A, focused on creating a Class IV separated bikeway on both sides of Stevens Convert Pedestal Mounted Signal to Creek Boulevard from Wolfe Road to De Anza Boulevard, and Phase 2B, extending the bikeway from De Anza • Mast Arm IMPROSIGNAVEMENTS E Boulevard to Mary Avenue. Notably,the Stevens Creek Boulevard Class IV Bikeway stands out as a key priority in Install Raised Pavement Markers and IMPROVEMENTS the overall bicycle transportation plan. i iStriping 127-1. 6% 27910 18910 Increase Size and Reflectivity of Signs The City of Cupertino is also in the design phase for intersection improvements at the northbound State Route 70 145 71 46 Back-Plates With Retroreflective Borders 85 on-ramp, which includes elimination of the high speed free right turn lane and providing a protected collisions collisions collisions collisions pedestrian and bicycle crossing on the on-ramp. SPEED SAFETY OTHER Speed Signalized Broadside Traffic Signal Related Intersections Collisions and Sign IMPROVEMENTS Median Fencing Collisions Violation • Dynamic/Variable Speed Warning Signs Q Transit Islands • Pavement Friction Improvement using p City of Cupertino-Projects in Concept,Planning,Design or High Friction Surface Treatment (HFST) Construction Phase. Details of the projects and current status can be found on the City of Cupertino's website Killed or Severely Injured 71 BPC 06-13-2024 72 of 120 Recommended Project 13 HOMESTEAD ROAD HOMESTEAD ROAD y•�e7 �' 16_ti•:Jr 'ii 1. ':T� f - '-.'.mil'- �� •I' L `.7L CHARACTERISTICS HIGH INJURY INTERSECTIONS _ F Homestead Road is an east-west arterial at the 1. De Anza Boulevard ; northernmost border of the city. The roadway itself ' 2. Ontario Dr is a four-lane divided and undivided roadwaywith HOMESTEAD O auxiliary turn lanes at major intersections, 3. Quail Ave •� r��, �• ;, +•; ,• • ; • ,•., • • •••�1 T • `�• •••• •• • •�• � complemented by a Class II bikeway on both side. 4. Blue Jay Dr � �► N i� J.i The speed limit is 35 mph. From 2012 to 2021, the 5. Wolfe Avenue corridor documented a total of 107 injury collisions, 05 including 12 KSI collisions, with two of them s ; resulting in fatalities. Prominent factors contributing to these KSI collisions were violations -avr; of automobile right-of-way and improper turning, �" _ '' L E � I ier ,.41' ' ` with unsafe speed close) following as another M or KSI* r KSI* Ah Bike KSI* — Non-KSI* ? �� p Y g LEGEND � significant contributor. RECOMMENDATIONS CITY OF CUPERTINO - PLANNED PROJECTS 12 Homestead Road functions as a crucial east-west corridor, with jurisdiction shared with the cities of Sunnyvale 14 KSI Collisions INTERSECTION BICYCLE SAFETY and Los Altos.The segment between N. Stelling Road/Hollenbeck Avenue and Grant Road not only serves as a ,�07 IMPROVEMENTS IMPROVEMENTS vital regional connection but also functions as a local link for three public schools: West Valley Elementary 2 School, Cupertino Middle School, and Homestead High School. In 2019, the County of Santa Clara, in C 42 Injury ' n Leading Pedestrian Intervals (LPI) Q Class IV Separated Bicycle Facility collaboration with the Cities of Los Altos, Sunnyvale, and Cupertino, along with the Santa Clara Valley Collisions A 6 0 Signal Head and Equipment Upgrades Q Bike Boxes Transportation Authority (VTA) and Caltrans, initiated the Homestead Road Safe Routes to School project. The ,p� Improve Signal Timing Bicycle Signal goal was to identify and implement long-term enhancements within the study area to ensure secure access to 51 4 No Right on Red schools along the corridor. These improvements primarily focus on developing infrastructure that supports g Q Bike Detection Systems Reconfiguring Intersections multimodal access for individuals of all ages and abilities. The scope included ten intersections along the Q Q High Visibility Crosswalk Green Pavement Marking in Conflict corridor.The improvements include: Signalization of Intersections (Fallen Leaf Dr.) Zone 1. Pedestrian Enhancements: Widening sidewalks, closing gaps, modifying on-ramp alignments, installing , Advanced Dilemma Zone for High Speed '; ADA-compliant ramps, high-visibility crosswalks, and reconfiguring intersections. r Approaches SIGNAGE 2. Bicycle Improvements: Upgrading lanes to separated bikeways, widening and extending shared-use paths, Convert Pedestal Mounted Signal to Mast Arm IMPROVEMENTS adding bike turns/waiting spaces, and modifying signals for better bicycle detection. Install Raised Pavement Markers and Striping 3. Intersection Signalization:Homestead Road and Fallen Leaf Drive intersection will be signalized for improved O O O O Increase Size and Reflectivity of Signs pedestrian and cyclist crossings. 7� �O 27 Back-Plates With Retroreflective Borders 76 29 35 18 The project is currently in the preliminary design and environmental clearance phases with field design and collisions collisions collisions collisions SPEED SAFETY construction pending the identification of funding sources. Intersection Automobile Broadside Improper IMPROVEMENTS OTHER Collisions Row Collisions Turnings Q Widening Sidewalks and Closing Gaps Violation D namic/Variable Speed Warning Signs The City has also received the HSIP funding to install High Friction Surface Treatment(HEST)on Homestead road Y P g 9 � Installing ADA Compliant Ramps between Fallen Leaf Lane to Wolfe Road. Q Pavement Friction Improvement using High Friction Surface Treatment (H FST) o City of Cupertino-Projects in Concept,Planning,Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino's website Killed or Severely Injured 72 BPC 06-13-2024 73 of 120 Recommended Project ElM CC L E L LA N ROAD MCCLELLAN ROAD CHARACTERISTICS - - - = ., t_ 71 -ti' _14 FA ow- McClellan Road is an east-west minor collector in central Cupertino that provides access to numerous _ , t �° • MCCAEtL N I`v' m • educational institutions: Lincoln Elementary School," Monta Vista High School, Kennedy Elementary School and De Anza College. The two-lane road a g r w features a center turn lane and a Class IV bike lane, F ' providing a physical separation between motor _ - ! Y r :.ti . ^ vehicles and bicyclists through curbs and r .77 ' , L � • mountable strips. The speed limit is 30 mph. �Zo : I,. ■ ,'!� ,Q, � Between 2012 and 2021,the corridor experienced a ,� : : _ • J � ' .: - - ' total of 53 reported injury collisions, including six Y v Fi�c�Fi irv�urcY INTERSECTIONS y; :� - KSI collisions, with four involvingbicyclists. Primary LEGENL. Motor KSI* Ped KSI* Bike KSI* Non-KSI* + .,� •4.•,.� contributors to these KSI collisions were automobile right-of-way violations, improper turning, and 1. September Drive • • RECOMMENDATIONS unsafe speeding. The City has been actively implementing safety measures, with recent 2. Bonny Drive improvements including Class IV bike lanes and a 3. Clubhouse Lane • 6 pedestrian scramble at the Bubb Road intersection. 5 KSI Collisions INTERSECTION SPEED SAFETY 4. De Anza Boulevard 5 IMPROVEMENTS IMPROVEMENTS 3 - C �24I:Coll�isiZns Inu • Leading Pedestrian Intervals (LPI) 0 Dynamic/Variable Speed Warning Signs CITY OF CUPERTINO - PLANNED PROJECTS 4 Q Signal Head and Equipment Upgrades Q Pavement Friction Improvement using The McClellan Road Separated Bike Lanes Project aims to enhance safety for students, families, and residents Pedestrian Refuge Island High Friction Surface Treatment (HFST) 24 who commute by bike to school and work. The project, implemented in multiple phases, focuses on installing L A 2 0 No Right on Red separated/Class IV bike lanes along McClellan Road and Pacifica Drive from Byrne to Torre Avenues. Phase 1, completed in February 2020, established separated bike lanes on McClellan Road from Imperial Avenue to • • SIGNAGE Stelling Road. Phase 2, finished in April 2021, extended separated bike lanes on McClellan Road from IMPROVEMENTS Stelling Road to De Anza Boulevard, and on Pacifica Drive from De Anza Boulevard to Torre Avenue. ' ��.•r� Phase 3 of the McClellan Road Separated Bikeways Project was completed in June 2024. n � BICYCLE SAFETY IMPROVEMENTS OJEw Increase Size and Reflectivity of SignsBack-Plates With Retroreflective Borders The City also introduced a pedestrian scramble at McClellan Road and Bubb Road in early 2023 to improve safety � and reduce congestion. Pedestrians can cross two legs during the WALK phase,while cars cannot turn right on O Class IV Separated Bicycle Facility red. During the vehicle green phases, cars can turn right, and pedestrians cannot cross. 25% 25% 25% 60% O Bike Boxes OTHER Bicycle Signal The City received an HSIP Cycle 11 grant for the implementation of dynamic/variable speed warning signs and Collisions Collisions Collisions Collisions Bike Detection Systems Consistently monitor the effectiveness of Q High Friction Surface Treatment (HFST) on McClellan Road between Imperial Avenue to Stelling Road. the implemented safety measures, Improper Automobile Broadside Traffic Signal Q Green Pavement Marking in Conflict Turning ROW Collisions and Sign serving as a model for other comparable Violation Violation Zone streets within the city. 0 City of Cupertino-Projects in Concept,Planning,Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino's website Killed or Severely Injured 73 BPC 06-13-2024 74 of 120 Recommended Project DE ANZA BOULEVARD - 6019MESTEAD DE ANZA BOULEVARD COLLISION STATISTICS (2012 - 2021) COLLISION TRENDS CHARACTERISTICS HIGH INJURY INTERSECTIONS De Anza Boulevard,the primary north-south arterial 1. Homestead Road 4/i�./�� 19 KSI Collisions in Cupertino, is a six-lane divided roadway featuring 7Z- I KIM Class II bicycle facilities on both sides. Lined with 2. Stevens Creek Boulevard 5 commercial and retail land use,the speed limit is 40 3. Mariani Avenue 37 Injury O 37% 71% 17% mph. From 2012 to 2021, a total of 211 injury 4. Rodrigues Avenue z o (:211 ollisions At 2 74 79 68 36 collisions were reported, including 11 KSI collisions. w•I collisions collisions Collisions collisions Contributingfactors to these 11 incidents included 5. 1-280 North Bound Off Ramp z � 155 A 4 Speed Rear End Signalized Automobile violations such as traffic signal violations, 6. Infinite Loop U_ Related collisions Intersections Row pedestrian violations, and pedestrian right-of-way 7. Lazaneo Drive MARIANI z collisions violation violation. 8. McClellan Road RECOMMENDATIONS IIIIII • I � • CITY OF CUPERTINO - PLANNED PROJECTS ' •� LA�ZANEO INTERSECTION SPEED SAFETY The intersection of De Anza at McClellan and Pacifica, is being upgraded as part of Phase 3 of the McClellan ' - �- IMPROVEMENTS IMPROVEMENTS Road Separated Bike Lanes Project. Identified as one of the high-injury intersections, the planned changes include: • • Leading Pedestrian Intervals (LPI) Q Dynamic/Variable Speed Warning Signs _ Signal Head and Equipment Upgrades Q Pavement Friction Improvement using 1. New pedestrian crosswalk across the south leg of the intersection 2. Signal upgrade r I Improve Signal Timing High Friction Surface Treatment (HFST) •- 3. Adding signal time to facilitate bicycle crossing STEVENS CREEK Reconfiguring Intersections 4. Improving signage and striping •�, High Visibility Crosswalk 5. Adding concrete buffers at sections approaching the intersections Advanced Dilemma Zone for High �. SIGNAGE � Speed Approaches IMPROVEMENTS Construction began in January 2024 and is expected to be completes by summer 2024. ;: 1' Convert Pedestal Mounted Signal to 3•° Mast Arm Increase Size and Reflectivity of Signs In the summer of 2024, the city will be adding a striped buffer to provide separation between the Class II bike � � .� Back-Plates With Retroreflective Borders lanes and the vehicle lanes between Bollinger Road and Homestead Road. ROD RIGUES : Install Raised Pavement Markers and r Striping The City received the HSIP Cycle 11 grant to implement High Friction Surface Treatment (HFST) on De Anza ! � OTHER Boulevard between Pacifica Road to Homestead Road. • Transit Islands LEGENC BICYCLE SAFETY Study Potential Lane Narrowing or MCCLE- 0 Motor KSI* IMPROVEMENTS Reduction Q• Class IV Separated Bicycle Facility N Ped KSI* Bike Boxes o,•� Bike KSI* Bicycle Signal •9 Bike Detection Systems •.• • Non-KSI* Q Green Pavement Marking in Conflict Zone O City of Cupertino-Projects in Concept,Planning,Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino's website Killed or Severely Injured 74 BPC 06-13-2024 75 of 120 Recommended Project El STELLI NG ROAD r________- ,, .�,��, ;,y,N STEELING ROAD F;i3OfV1ESiTiEAQj � y � �"' •`� lL� ��'�I�'��Cillf 3I ➢i'!?EI' 0�� COLLISION STATISTICS (2012121) COLLISION TRENDS t -' CHARACTERISTICS HIGH INJURY INTERSECTIONS Stelling Road functions as a north-south collector, 1. Pepper Tree Lane _�; � ��. .t with the segment between Homestead Road and J . ' f KSI Collisions 2. Greenleaf Drive /` �' . ' �+ ►� 18 P-177 iStevens Creek Boulevard servin as a two-lane and a four-lane major collector witgh buffered Class II 3. Hazelbrook Drive � ;� G.EENLEAF 76 - 525% 25% 21 % % 41 NN bike lanes, and a speed limit of 30 mph. The 4. Stevens Creek Boulevard _ 23 Injury southern part transforms into a minor collector, `. ' � —` `� Collisions _ 19 19 16 is _ s i Collisions Collisions Collisions Collisions characterized by a two-lane undivided roadway HAZELBRo�o�Ti ' S Improper with center turn lanes at major intersections and J „ 4- } ; 4 - J 35 2 peed Rear End Broadside Im P P buffer-se pa Class II bike lanes on both sides, Related Collisions Collisions Turning p A. ., i,r3'; i , Collisions maintaining a speed limit of 30 mph. Between 2012 'a�.*.-�: �• _•� ,_.,. ; �::;��'`:_ and 2021, a total of 76 injury collisions were reported, including 7 KSI collisions. Key contributors .•,� RECOMMENDATIONS """ to these KSI incidents were improper turning, Ev�ENrs�@REE G pedestrian right-of-way pedestrian violations, and �_O , -s'.- code violations. ` �-'r -+- -'f° °� � � # PEP'PEi1-1-REE.. - INTERSECTION SPEED SAFETY = 'T _ IMPROVEMENTS IMPROVEMENTS Wolfe Rd. &Greenleaf Dr. Intersection _�� MCCL�.ELALA'N� Leading Pedestrian Intervals (LPI) Q DynamicNariable Speed Warning Signs lip • I� Signal Head and Equipment Upgrades Q Pavement Friction Improvement using Improve Signal Timing High Friction Surface Treatment (HFST) CITY OF CUPERTINO - PLANNED PROJECTS � r. -��• # .;- Free-Right Turn Removal W Reconfiguring Intersections Recognized as among the top three corridors with the most collisions based on the Cupertino Bicycle _ ,� _ � , g g Transportation Plan (2016),the recommendation suggests transforming the existing bike lanes on Stelling Road ?" "- High Visibility Crosswalk SIGNAGE into a Class IV separated bikeway. This would involve the reconfiguration of lanes, and, in certain areas, the 7. IMPROVEMENTS elimination of medians. \ Increase Size and Reflectivity of Signs The Stelling Road corridor has also received the HSIP (Cycle 11)funding for the installation of dynamic/variable Back-Plates With Retroreflective Borders speed warning signs along the corridor between McClellan Road to Prospect Road. _ w BICYCLE SAFETY I N IMPROVEMENTS r-- Z ' - • Q Class IV Separated Bicycle Facility Bike Boxes p Bicycle Signal Motor KSI* PAM Bike Detection Systems • Green Pavement Marking in Conflict Ped KSI* Zone Bike KSI* Non-KSI* ! /\ — - - p City of Cupertino-Projects in Concept,Planning,Design or Construction Phase. Details of the projects and current " = status can be found on the City of Cupertino's website Killed or Severely Injured 75 BPC 06-13-2024 76 of 120 LRecommended Project W .W MIME E ROAD/M I LLER AVEN U E � � Pt' �TW wOLFE - MILLER ROAD - H• EAST • • 1 1 • • CHARACTERISTICS HIGH INJURY INTERSECTIONS I LL r' 6 Wolfe Road serves as a crucial north-south arterial. ! i ' 6 118 KSI*Collisions This four-lane and six-lane divided roadway, Wolfe Road incorporates various safety measures, including . ' =�' 420�0 470�0 710�0 170�0 bike lanes and high-visibility .� % 13 Injury i green-painted g y 1. 1-280 North Bound Ram •�;.�� -�_.__ crosswalks at significant intersections. The speed p a� ,�-" "`,- Collisions a9 s6 61 15 g p 2. Homestead Road '1 �� Collisions Collisions Collisions Collisions limit on this roadway is 35 mph. From 2012 to 2021, `y a total of 86 collisions were reported on this 3. 1-280 North Bound Off Ramp ?='* ;�\,I 99 4 speed Rear End Unsignalized Traffic Signal •.�,. . Related Collisions Intersections and Sign corridor.Among these, 5 collisions were classified as 4. Stevens Creek Boulevard .+- Collisions violation KSI collisions. The leading causes of these fatal and - •.;. severe injuries were identified as unsafe speeding, driving/riding on the wrong side of the road, Miller Avenue 'improper turning, and automobile right-of-way 0'ift"� � c4 ' '• violation. Miller Avenue is a north-south major �I �� . = ", v. •• � collector. This four-lane undivided roadway has a 1. Bollinger Road Class II bike lane and on-street parking on both 2. Phil Lane �, - INTERSECTION SPEED SAFETY sides. The speed limit on this roadway is 30 mph. LL IMPROVEMENTS IMPROVEMENTS From 2012 to 2021, a total of 32 collisions were ! a — - Leading Pedestrian Intervals (LPI) Q Dynamic/Variable Speed Warning Signs reported on this corridor. Among this, 1 collisions were classified as a KSI collision.The leading causes Q Signal Head and Equipment Upgrades Q Pavement Friction Improvement using of this fatal and severe in'uri was identified as DUI. sTEV@1 I ! Improve Signal Timing High Friction Surface Treatment (HFST) Q Free-Right Turn Removal CITY OF CUPERTINO - PLANNED PROJECTS `' Q High Visibility Crosswalk � J � •1144 SIGNAGE The 2016 Cupertino Bicycle Transportation Plan suggests conducting a study on implementing a buffered bike IMPROVEMENTS lane along the Wolfe Road corridor from Homestead Road to Stevens Creek Boulevard.The study advocates for Increase Size and Reflectivity of Signs reconfiguring and removing medians to facilitate buffered bike lanes while minimizing lane reduction. BICYCLE SAFETY Back-Plates With Retroreflective Borders IMPROVEMENTS Upgrading and Installing Additional The I-280/Wolfe Road Interchange Improvement Project, a collaborative efforts between the Santa Clara Valley � pg g g Transportation Authority(VTA),the City of Cupertino, and Caltrans,will enhance traffic operations and establish Q Class IV Separated Bicycle Facility Signage for Trap Lanes facilities that support various modes of transportation, such as bicycles, pedestrians, and high-occupancy �•� LEGEND Bike Boxes Consider Deliniators for Trap Lanes vehicles. This undertaking aims to incorporate off-street bike lanes, on-street painted bike lanes and sidewalks, I �� Bicycle Signal perpendicular crossings for cyclists and pedestrians at on-ramp and off-ramps, signal improvements, bike Motor KSI sensors, and other safety measures. Additionally, the project entails the installation of new lighting and r O Bike Detection Systems landscaping, significantly enhancing safety for both bicyclists and pedestrians along the corridor. Construction �``_ •� � Ped KSI Q Green Pavement Marking in Conflict is anticipated to begin in 2024. S� �� Bike KSI Zone The Wolfe Road corridor has been awarded the HSIP (Cycle 11 funding for the installation of High Friction ' ( Y ) g g Non-KSI + Surface Treatment (HFST) on Wolfe Road between Homestead Road to Bollinger Road and installation of dynamic/variable speed warning signs on Miller Avenue between Bollinger Road and South City Boundary. 5 City of Cupertino-Projects in Concept,Planning,Design or Construction Phase. Details of the projects and current __ '• ��r status can be found on the City of Cupertino's website Killed or Severely Injured 76 BPC 06-13-2024 77 of 120 Recommended Project BOLLI NG ER ROAD BOLLINGER ROAD CORRIDOR 41 CHARACTERISTICS Q ? �+�� d—�' = wr it ..' -' .=` �R`" Bollinger Road is a 2.0-mile Ion east-west major '�' � � a � •" �G,I, ' ::. 9 9 J > w w r •� y collector that connects Lawrence Expressway and f z De Anza Boulevard,two major north-south arterials. The road lies along the border of Cupertino and San GFR ® • '• = BQLmow, no e nor an San • - . Jose, with Cupertino to the d S J to _ • • • • •• • _, B,Cei, ER p �r the south.The road frontage is primarily residential Z '. R/ • • • � s _ .- ? :`� and is home to four nearby elementary schools, :r •-I,FRS/DF _ !-7 •: i,F • _ Hyde Middle School, and Cupertino High School. J .. -. - , �_J ~ . ' '� : . r ,�` i •r-�, zZ �' Bollinger Road is a four-lane roadway with two lanes in both the eastbound and westbound directions. Bollingerr. Intersection ' J . ; ! ;� =- '" ,a; The corridor has Class II bike lanes on both sides. _ On-street parking is available along most of the L KSI* Ped KSI* 0 Bike KSI* • Non-KSI* • ! f• ' .s ,' corridor in both directions. The speed limit on the HIGH INJURY INTERSECTIONS ' p roadway is 35 mph. There are a total of 42 collisions reported between 2012 and 2021 with 3 KSI RECOMMENDATIONS collisions reported with 2 fatalities. The primary 1. Miller Avenue collision factor being pedestrian code violation and 2. Wunderlich Drive . 3 driving under the influence. 3. Estates Drive 3 KSI Collisions INTERSECTION SPEED SAFETY 42 IMPROVEMENTS IMPROVEMENTS CITY OF CUPERTINO - PLANNED PROJECTS Injury ' r` 2 Q Leading Pedestrian Intervals (LPI) Q Dynamic/Variable Speed Warning Signs The Cities of Cupertino and San Jose conducted a safety and operational study of the Bollinger Road Corridor in -Collisions Signal Head and Equipment Upgrades Q Pavement Friction Improvement using • Improve Signal Timing High Friction Surface Treatment HFST 2021.This project focused on examining Bollinger Road to identify improvements that will enhance pedestrian, ,p� ,,pp�� g ( ) bicycle, motor vehicle, and transit operations and safety. The study proposed two alternatives that reflect 34 11�11 Q Curb Radii and Free-Right Turn Removal different priorities and strategies for improving the corridor. Alternative A involves a road diet, where the road Q Reconfiguring Intersections would be reduced to one travel lane in each direction,along with the provision of a center two-way left turn lane. COLLISION TRENDS Q High Visibility Crosswalk Alternative B maintains the existing lane configuration while implementing spot improvements, primarily at Q Rectangular Rapid Flashing Beacons SIGNAGE intersections. Some of the proposed improvements include: (RRFB) IMPROVEMENTS 1. Class IV Separated Bike Lanes 6. Curb Radii and Free-Right Turn Removals Signalization p g Increase Size and Reflectivity of Signs 2. Speed Feedback Signage 7. Leading Pedestrian Intervals (LPI) Back-Plates With Retroreflective Borders 3. High-Visibility Pedestrian Crossings 8. Rectangular Rapid Flashing Beacons (RRFB) 4. Bike Boxes 9. Pedestrian Hybrid Beacon (PHB) 9 PO/o P36°�O 430�0 R70/b BICYCLE SAFETY 5. Two-Stage Turn Queue Boxes 10. Transit Islands 40 is 18 24 IMPROVEMENTS OTHER Q In 2023 Cupertino was successfully awarded a Safe Streets 4 All grant from the US Department of Collisions Collisions Collisions Collisions Q Class IV Separated Bicycle Facility Transit Islands Transportation, for the purpose of performing a detailed traffic analysis of the corridor and develop Intersection Speed Rare End Traffic Signal Q Bike Boxes Related Collisions and Signi Collisions conceptual plans to construct these improvements. Co Collisions violation Bicycle Signal The City received a HSIP (Cycle 11) grant for the installation of dynamic/variable speed warning signs and High Q Bike Detection Systems Friction Surface Treatment (HFST) on Bollinger Road between Lawrence Expressway to De Anza Boulevard. Q Two-Stage Turn Queue Boxes p City of Cupertino-Projects in Concept,Planning,Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino's website Killed or Severely Injured 77 BPC 06-13-2024 78 of 120 Recommended Project • 13LANEY AVENUE �, a. .� i BLANEY AVENUE CHARACTERISTICS HIGH INJURY INTERSECTIONS .,�®._.�.. ..-..-. . ,. �' �-- { Blaney Avenue serves as a north-south major 1. Stevens Creek Boulevard '� �' �'- collector. This two-lane undivided roadway _ � � � �r 1 KSI Collisions I�� fri 2. Wheaton Drive �.' r•. r` O O includes Class II bike lanes and high-visibility j i �- g y 16 2 crosswalks at significant intersections. The speed �'�+' f 1 • ' 3r0%1b 25D�0 88% 31 % limit on this roadway is 30 mph. From 2012 to 2021, ® r:'+ 6 Injury a total of 16 injury collisions were reported on this Collisions 1 a is s • _ C� Collisions Collisions Collisions Collisions corridor.Among these,5 collisions were classified as _ ` " �t { 9 A 2 Speed Rear End Unersectizedons Collisions KSI collisions. The cause of these fatal and severe � �� R Related collisions Intersections collisions injury was identified as unsafe speeding and AMr, I collisions J improper turning. CITY OF CUPERTINO - PLANNED PROJECTS - - RECOMMENDATIONS The City of Cupertino 2016 Bicycle Implementation Plan recommends converting bike lanes on Blaney Avenue between Homestead Road and Bollinger Road into a Class IV separated bikeway to improve north/south _ n� connections. The plan also recommends reconfiguring the Blaney Avenue and Wheaton Drive intersection to INTERSECTION SPEED SAFETY enhance bicycle crossings at Wheaton. P. IMPROVEMENTS IMPROVEMENTS i STEUENS CREEK The Blaney Avenue corridor has been awarded the HSIP (Cycle 11) funding for the installation of ,� 'i Leading Pedestrian Intervals (LPI) Q Dynamic/Variable Speed Warning Signs dynamic/variable speed warning signs on the corridor between Homestead Road to Bollinger Road. i�;�} ,�' d Signal Head and Equipment Upgrades -- � �• 0�� Improve Signal Timing w.;- Free-Right Turn Removal High Visibility Crosswalk i — SIGNAGE IMPROVEMENTS 1 z � Increase Size and Reflectivity of Signs g BICYCLE SAFETY IMPROVEMENTS Back-Plates With Retroreflective Borders 4.,�.• Upgrading and Installing Additional ' k Class IV Separated Bicycle Facility Signage for Trap Lanes Bike Boxes Consider Deliniators for Trap Lanes • Bicycle Signal LEGEND • Bike Detection Systems OTHER O •� • Green Pavement Marking in Conflict � � � Motor KSI Consider overhead mast arm with signs ' R�- Zone to inform drivers of what lanes they R Ped KSI should be in ahead of approaches Bike KSI • Non-KSI p City Cupertino-Projects s Concept,Planning,Design or Construction Phase. Details of the projects and current 3 status can be found on the City o(Cupertino's website Killed or Severely Injured 78 BPC 06-13-2024 ACTIdA VLAQ ONGOING/FUTURE SAFETY INITIATIVES In the pursuit of safer streets and enhanced In tandem with these tangible projects, mobility, the City of Cupertino has undertaken Cupertino's Complete Street Resolution & a series of proactive initiatives aimed at Ordinance represents a paradigm shift in addressing pressing safety concerns within its urban planning, emphasizing inclusivity, urban landscape. Anchored by the Vision Zero accessibility, and environmental sustainability. Action Plan, Cupertino's Local Road Safety By integrating the diverse needs of pedestrians, Plan (LRSP) stands as a cornerstone document, cyclists, motorists, and public transit users guiding comprehensive efforts to mitigate into transportation planning, the city's policy collision risks, prioritize community needs, framework not only enhances safety but also and bolster transportation infrastructure. fosters a healthier, more vibrant community.As Continually refined through collaboration with Cupertino continues to prioritize multimodal city staff and safety partners, the LRSP serves transportation and infrastructure development, as a dynamic blueprint, facilitating access it stands poised to realize its vision of safer, to vital grant resources such as the federal more livable streets for all residents and visitors Highway Safety Improvement Program (HSIP) alike. and the One Bay Area Grant (OBAG). Through meticulous analysis of collision data and identification of high-risk areas, Cupertino's LRSP outlines six targeted safety projects, each tailored to address specific hazards at intersections and roadway segments. Complementing these initiatives are capital improvement programs slated for the fiscal year 2024/25, showcasing the city's commitment to sustainable transportation and infrastructure enhancement. From the Bollinger Road Corridor Design project, aimed at optimizing safety and operations along a critical thoroughfare, to the Stevens Creek Boulevard Class IV Bikeways, designed to promote safe cycling infrastructure, each endeavor aligns with master plan priorities and community-driven objectives. Moreover, the Tamien Innu Trail and Carmen Road Bike/ Ped Bridge projects underscore Cupertino's dedication to fostering commuter connectivity and pedestrian-friendly environments. CUPERTINO VISION ZERO ACTION PLAN 78 79 BPC 06-13-2024 ACT16A*M LOCAL ROAD SAFETY PLAN The LRSP adopts a proactive approach to addressing safety needs, serving as a comprehensive guidance document that provides information and ideas. Regularly reviewed and updated by City staff and their safety partners, it reflects evolving collision trends,community �----� needs, and priorities. Using the LRSP as a guide, the City can readily -- apply for grant funds such as the federal Highway Safety Improvement Program (HSIP) or the One Bay Area Grant (OBAG). This document LOCAL ROADWAY SAFETY PLAN analyzes collisions in Cupertino, identifies high-injury locations, and recommends countermeasures for these high-risk areas. The City of Cupertino's Local Road Safety Plan outlines six safety projects specifically designed for the most hazardous intersections and roadway segments. • Project 1: Safety at Signalized Intersections - Unsafe Speed and Rear End • Project 2: Safety at Signalized Intersections - Improper Turning, Auto Right-of-Way Violations, and Broadside • Project 3: Safety at Signalized Intersections - Pedestrian and Bicyclist Safety • Project 4: Safety on Roadway Segments - Unsafe Speed Violations and Rear End • Project 5: Safety on Roadway Segments - Improve Pedestrian and Bicyclist Safety • Project 6: Safety on Roadway Segments - Reduce Nighttime Collisions CAPITAL IMPROVEMENTS P MS - FISCAL YEAR 2024/25 1. BO 1NG-^ DAAn rr%DR1r1nD nFSIGN- In December 2020, City staff initiated the Bollinger Road Corridor BOLLINGER ROAD _^' CorridorSofelyStudy Safety Study, a collaborative effort between the City of Cupertino and the City of San Jose. The study focuses on Bollinger Road from De h Anza Boulevard to Lawrence Expressway, aiming to enhance safety and operations for pedestrians, cyclists, motorists, and transit users. The project includes a preliminary engineering, public outreach,and a traffic analysis to evaluate the impact of a potential road diet (Alternative A from the 2020 Feasibility Study) on congestion and traffic diversion. Funding has been secured, with a requirement for 20% matching funds, and additional resources are needed for construction. This initiative supports sustainable transportation and aligns with master plan priorities, with initial traffic studies and preliminary designs set to begin this fiscal year by the Public Works Department. CUPERTINO VISION ZERO ACTION PLAN 80 BPC 06-13-2024 ACT16A(AM - wlkNb x 3eevM3 - ` Stevens Creek Blvd Class IV Lanes Phase 3 Phase 2 Phase 1 C&A— $d j8 I7hkLiitl Mw+k.ftYinm N'bon P-k S4Tg] ..,• tl.11cwrw r,..nxwou.o. Mph rl.l.IY.t 8 gkyr ww 4 . A 2. STEVENS CREEK BLVD. CLASS IV BIKEWAYS: The Stevens Creek Boulevard Class IV Bikeway project involves the design and construction of a separated bikeway along Stevens Creek Boulevard, extending from Wolfe Road to SR-85. This initiative includes signal upgrades at Bandley Drive and is partially funded externally. The project budget covers both design and construction, with development in-lieu funding provided. The design for Phase 2A between Wolfe Rd and De Anza Blvd is complete and will be put out for public bid once additional external funding is secured. This bikeway is a top priority in the 2016 Bicycle Pedestrian Plan highlighting its importance in the city's infrastructure development goals. i .. = sr...i.,. a ......,, 3. TAMIEN INNU TRAIL (OFF-STRICYCIE AND PEDESTRIAN FACILITY): The Tamien Innu project involves designing and constructing an off-street bicycle and pedestrian facility parallel to the 1-280 Highway, extending from Vallco Parkway to the Don Burnett Bridge. The project is divided into three externally funded segments: East, Central, and West, each aligning with the goals of the 2016 Bicycle Pedestrian Plan and the 2018 Pedestrian Transportation Plan. The East Segment, from Wolfe Road to Vallco Parkway, awaits Valley Water's design approval, with the CEQA process completed and the budget covering both design and construction. The Central Segment, from De Anza Boulevard to Wolfe Road, has its design phase paused until the East Segment's design is finalized; its budget includes design, environmental clearance, and a portion of construction, with the CEQA process completed. The West Segment, from De Anza Boulevard to the Don Burnett Bridge, will begin its design phase after significant progress on the other segments, requiring additional funding post-design completion. Overall,the project aims to enhance commuter connectivity, ensuring a cohesive development approach across all segments. CUPERTINO VISION ZERO ACTION PLAN 80 81 BPC 06-13-2024 e FF 4, rARMFN ROAn RICVU F/PFnFSTRIAN BRIDGE The Carmen Road Bike/Ped Bridge project aims to construct a bicycle and pedestrian bridge across Stevens Creek Boulevard at Carmen Road, providing a safer crossing alternative for cyclists and pedestrians. Identified as a priority in both the 2016 Bicycle Pedestrian Plan and the 2018 Pedestrian Transportation Plan, this significant project, requested by the Commission and residents, requires substantial staffing and budget resources. The design phase is proposed to begin in FY25-26, following the initiation of the Bollinger Road and Stevens Creek Boulevard projects, with the budget covering both design and construction. 5. SAN TOMAS AQUINO/SARATOGA CRUK TRAIL `(TENSION The San Tomas Aquino/Saratoga Creek Trail Extension project involves a feasibility study to evaluate potential alignments and - T costs for a bicycle and pedestrian connection to the north end of Lawrence-Mitty Park. This northern extension aims to connect Sterling Barnhart Parkto Stevens Creek Boulevard and is identified ` as a priority in both the 2016 Bicycle Pedestrian Plan and the 2018 Pedestrian Transportation Plan, as well as "Reach 5" of the 1999 s San Tomas Aquino/Saratoga Creek Trail Master Plan. The project enhances sustainable transportation and aligns with master plan priorities. Requested by the Parks & Recreation Commission and the Bicycle Pedestrian Commission, the initial feasibility report San Tomas Aquino Creek Trail near Great America can be initiated this fiscal year by Public Works staff. CUPERTINO VISION ZERO ACTION PLAN 81 82 BPC 06-13-2024 ACT16A(AM 6. GRADE-SEPARATED CROSSING AT HIGHWAY 85 CROSSING RFTWFFN GRAND AVF_ AND ^/IAQV AVF The Grade Separated Crossing Study for Highway 85 Crossing, spanning from Grand Avenue to Mar Avenue is a recommended _ p g Y project categorized under Tier 1 in the Cupertino Bicycle _ - Transportation Plan. This study aims to explore the feasibility and potential designs for a grade-separated crossing, ensuring _ - safe passage for cyclists and pedestrians across Highway 85. - - Identified as a priority in the transportation plan. This project addresses crucial connectivity needs and enhances safety for non-motorized transportation users 7. CLASS IV SEPARATED BIKEWAY ON FINCH AVE. BETWEEN PHIL LN. AND STEVENS CREEK BLVD The Class IV Separated Bikeway project on Finch Avenue,spanning from Phil Lane to Stevens Creek Boulevard, is a recommended Tier 1 project outlined in the Cupertino Bicycle Transportation Plan. This initiative aims to design and construct a dedicated bikeway separated from vehicular traffic, providing a safe and accessible route for cyclists along Finch Avenue. Identified as a priority in the transportation plan.This project addresses the critical need for improved cycling infrastructure and enhances connectivity for cyclists within the community. COMPLETE STREET RESOLUTION AND ORDINANCES Cupertino's Complete Street Policy aligns with state mandates, emphasizing safety, accessibility, and mobility for all road users. Adopted by the City Council, this policy integrates the needs of pedestrians, cyclists, motorists, public transit users, and individuals with disabilities into transportation planning. It promotes reduced vehicle miles traveled and increased walking,cycling, and public transit use, in line with state environmental goals. The policy ensures eligibility for regional funding programs like the One Bay Area Grant (OBAG) and 2016 Measure B, supporting community health, safety, economic vitality, and environmental sustainability. Consistent with Cupertino's 2015 Mobility Element update, the policy emphasizes multimodal transportation and infrastructure development. CUPERTINO VISION ZERO ACTION PLAN 82 83 BPC 06-13-2024 IMPUMENTABLE ACTIONS The implementation of Vision Zero necessitates the City's approach to achieve its Vision Zero a dedicated collaboration between City goal. Program initiatives include Vision Zero departments,the local community, and partner promotion, integration of Vision Zero into organizations. The project team has outlined a other planning efforts, and improved Vision set of crucial steps to act as a strategic pathway Zero data collection and program evaluation. towards achieving Vision Zero. Each step is A task force is crucial for the success of Vision assigned a specific timeline and a performance Zero, as it fosters essential cross-departmental metric to gauge progress. collaboration to achieve the program's goal of eliminating traffic fatalities and serious Short-term actions can be executed within injuries. Vision Zero's core principle is to break a two-year timeframe, while medium-term down silos and unite local stakeholders; A task actions can be completed within a span of two force enables this by bringing together key to five years. The more extensive, long-term actions can be realized within a period of five representatives from all major city functional to ten years. Achieving the City's Vision Zero divisions. For example, cities like New York, Los Angeles, Washington D.C., and San Francisco goal demands immediate action while allowing have established task forces that include for a practical approach with incremental management-level staff from multiple city improvements over time. The actions outlined departments, ensuring comprehensive buy-in in this plan should undergo ongoing evaluation and refinement, with their successful execution and coordinated action. contingent upon the availability of funding. In New York City, the Vision Zero task force, led The implementable actions are organized into by the Mayor's Office of Operations, has been the following four action areas: pivotal in aligning various agencies towards common goals, fostering accountability, and vision Zero Nroy.am:Strategies facilitating regular inter-agency meetings and Assessment to discuss progress and address challenges. These task forces not only set shared goals but 2. Enhancing Street Layout also create subcommittees to tackle specific and Management issues, enhancing collaboration and ensuring 3. Cultivating a Positive that Vision Zero's objectives are integrated Road User Behavior into everyday departmental operations. This structured approach, supported by 4. Vulnerable Road Users regular tracking and reporting, ensures that all stakeholders remain committed and accountable to the Vision Zero goals, making ACTION AREAS the task force an indispensable element in driving the initiative's success. VISION ZERO PROGRAMS: STRATEGIES AND ASSESSMENTS The City of Cupertino Vision Zero Program will begin by establishing a framework for CUPERTINO VISION ZERO ACTION PLAN 84 BPC 06-13-2024 DescriptionACT16A(AM Safety OPPS,trategy Jdkb Measure Abb Resources ProgramVision Zero Establish an interdisciplinary Department of Vision Zero Task Public Works, Force responsible Community for supervising the Task Force Development Vision Zero execution of the Short-Term established Department,School Low A.1 Task Force plan and facilitating and regular Districts,County collaboration meetings held and Sheriff and among various City Fire Department, departments for Bicycle Pedestrian project and program Commission coordination. A detailed Vision Zero Task Force Work Plan is provided in the'Vision Zero Task Force Work Plan'Chapter of this Report. Identify a sustainable Dedicated and and dedicated Amount City Council, City funding stream for of funding Manager's Office, Medium to A.2 Permanent the execution and Short-Term available for Department of High Funding management of Vision Zero Public Works Vision Zero. Funding sources listed in the following section of this Chapter. Develop a workshop aimed at the Communications Department to Number Media improve their of Media City Manager's A.3 Short-Term Low Workshop proficiency in Professionals Office communicating Participating traffic collision and roadway safety concepts. Promotion and IntegrAw % Include Vision Zero as a topic in the City Council, agendas of public, Number of Neighborhood Associations, Public community group, meetings with A.4 Meetings stakeholder meetings Short-Term Vision Zero on Department of Low and city sponsored agenda Public Works,City meetings throughout Manager's Office- 2023. Communications Develop an Information accessible interactive Technology online data collection Department, City Online app and website to Medium- Number Manager's Office- A.5 Collision Map report near misses Term of website Communications, Medium and collisions for visitors Department of residents to report Public Works, concerns. Cupertino Hackathon CUPERTINO VISION ZERO ACTION PLAN 84 85 BPC 06-13-2024 PartnersM LkDescription Timeline Progress Key Integrate Vision Zero Number of Community Future Plans& safety principles into plans and Development A.6 policy forthcoming City Continuous policies Department, Low plans and design incorporating Department of documents. Vision Zero Public Works Data Collection &Program Details on Continuous Data Collection and Analysis are listed in the following chapters of this Report. Issue a biannual Biannual report to assess report Program advancements in Medium- focusing Department of A.7 on plan Medium Monitoring alignment with the Term metrics and Public Works objectives of the Vision Zero Plan. performanceindicators. Percent of Continue monitoring roadway existing speed limits Continuous network on (every designated Monitoring City streets the street is as a Safety Department of Medium A'8 accordance with Speed Limits accordance checked 7 Corridor. Public Works changes made by AB 43 to further lower extendible Average to 14 years) speed limit speeds. by functional classification Offer training to the Sheriff's Office with the goal of Collision enhancing collision d Number A.9 Report data reporting, Long-Term of Sheriffs Sheriff's Office Low Training and ensuring the trained preservation of collision details and site evidence. Create an easy to use, accessible and Community- digitally secure Based Safety public reporting Number of Department of A.10 platform for Continuous comments Low Reporting community to report addressed Public Works System/Tool problem areas, near misses, or any safety concerns Enhance data Proportion Data collection pertaining Medium- of Collision A.11 Completeness to speed, impairment, Term records Sheriff's Office Low cell phone use, and including this distraction in KSI information Set up periodic Bicycle and pedestrian and Medium- Number Department of A.12 Pedestrian cyclist counts Term of counts Public Works Medium Count Data at standardized conducted locations. CUPERTINO VISION ZERO ACTION PLAN 85 86 BPC 06-13-2024 ACT16K*M ENHANCING STREET LAYOUT AND MANAGEMENT Cupertino's Vision Zero initiative places a layouts. All street improvements will adhere to strong emphasis on prioritizing top-notch the compatible General Plan Design Guidelines. enhancements for the High-Injury Network (HIN) as the primary approach to achieve the goal of eliminating traffic fatalities and severe injuries. Alongside these improvements, the city will also focus on optimizing signal operations and implementing more rigorous design review processes to enhance street Safety IV 01 Strategy r�& Measure Resources Desc =Timerine Progress Key Partners City High Injury Network Infrastructure Create and obtain grant funding for the eight key project sites Number Priority identified in the plan, Medium- Department of B'� Location with an emphasis on Term of funded Public Works High enhancing roadway projects designs to enhance safety. Create a carefully List of safety B 2 List Prioritized ranked roster of extra Medium- projects in Department of Medium Project safety projects Term order of Public Works priority. A roster of implementable Countermeasures are listed in the Countermeasure Section of this Report. Install quick, light,flexible and adaptable projects proven to achieve Number of Quick Build real tangible locations Community Demonstration benefits.These that where Development B.3 Projects demonstrations Short Department; Low or Tactical could stay in place quick builds Department of Urbanism indefinitely, or(more have been Public Works typically)form the implemented basis of the design for a permanent project to come later. Implement cost- effective safety Number of enhancements, encompassing the locations B 4 Low-Cost installation of new Medium- where Department of Medium road markings, Improvements Term enhancements Public Works have been signage,and minor applied. adjustments to signals. CUPERTINO VISION ZERO ACTION PLAN 86 87 BPC 06-13-2024 ProgressACT16A(AM h.Description Timelline Convene local Number of stakeholders residing Stakeholder Department of B 5 Stakeholder near high-collision Medium- meetings that Public Works, Low Engagement corridors to gather Term have been Sheriff's Office and their input on project held School Districts design. r Updated signal timing plans to enhance safety for all modes of Percentage Signal Timing transportation, Department of B.6 Updates which may include Short-Term of signals in Public Works Medium adjustments to all- updated. red intervals and pedestrian crossing times. Incorporation Integrate Vision Zero of Intelligent Intelligent safety principles into Transportation Department of B.7 Transportation forthcoming City Long-Term Systems(ITS) Public Works High Systems(ITS) plans and design technologies documents. to enhance traffic safety. More details on Transportation Technology listed in the Transportation Technology Section of this Report. Folicies and Design Create an internal procedure for Percentage evaluating and, of public Community where possible, and private Development B.8 Design Review implementing Long-Term projects that Department, Low Vision Zero integrate Department of countermeasures Vision Zero Public Works on projects located components. within HIN When identifying safety enhancements, take into account all Complete individuals using the Medium- Reduction in Department of B.9 Streets road and ensure that Term collisions Public Works Low countermeasures align with the City's Complete Streets Policy. CUPERTINO VISION ZERO ACTION PLAN 87 88 BPC 06-13-2024 ACTIdA*M CULTIVATING A POSITIVE ROAD USER BEHAVIOR The City of Cupertino's Vision Zero initiative promotes safe travel behaviors through a combination of outreach and education efforts, enforcement measures, and the provision of alternatives to driving, especially during holidays, special events, and late evenings. This approach recognizes the collective responsibility for making safe choices and fostering a culture of safety. rMpApr qW 31 0 Description Timeline Progres Key Partners city OutreachStrategy Resources Education and Initiate high- impact educational campaigns targeting issues like speeding, distracted driving, impaired driving, Number of people City Manager's Education Medium- Office, Sheriff's CA Campaign and other high- Term reached and Office, and School High risk behaviors. educated District These campaigns will specifically concentrate on HIN corridors to maximize their effectiveness. Speed Promote the Department of C.2 Feedback utilization of speed Medium- Number of signs public Works,and Medium Signs feedback signs to Term installed Sheriff's Office deter speeding. Discourage impaired Number of driving by directing education and establishments Targeted outreach efforts Medium- that have been C.3 Outreach towards locations Term engaged or Sheriff's Office Medium in proximity to reached through the outreach alcohol-serving establishments. efforts. Kriforcement Traffic Enforcement strategies are detailed out in the Traffic Enforcement Section of the Action Plan. Incorporate Vision Zero policies into Number of Police the curriculum of the Long- officers who have CA Police Police Academy and Term received training Sheriff's Office Low ongoing training for on Vision Zero. Public Safety Officers. CLIPERTINO VISION ZERO ACTION PLAN 88 89 BPC 06-13-2024 ACT IA 01-M No Safety Description Strategy Providing Alternatives to Driving Investigate possibilities for Number of Subsidized extending no-cost or Medium- individuals VTA, Department C.5 Transit reduced-rate transit Term utilizing free or of Public Works Medium fares on holidays and subsidized fares. during special events. Work with Transit Agencies to expand and improve transit networks while using technology to optimize transit Number of Incentivize schedules and Department of C.6 & Prioritize provide real time Long persons taking public Works and High Transit Use tracking. Ensure transit(ridership VTA transit stops and data) stations are well- lit, secure,and monitored to improve safety for all users. Create a public awareness campaign to promote late- Number of night transportation promotional City Manager's Late-Night options, such Long- Office,VTA, C.7 initiatives Medium Options as transit,taxis, Term or activities Rideshare rideshare services, providers and more, as organized alternatives to impaired driving. Establish curbside Community management policies Development Curbside Medium- Adoption of C'8 Management aimed at promoting Term City policy Department, Medium and facilitating Department of passenger loading. Public Works CUPERTINO VISION ZERO ACTION PLAN 90 BPC 06-13-2024 ACTIM VLM VULNERABLE ROAD USERS The strategies of Cupertino Vision Zero acknowledge that individuals at both ends of the age spectrum, as well as those who are biking or walking, are more susceptible to severe traffic injuries and fatalities due to variations in their reaction time and agility. Progress 01MW Description Jak- Timeline AL Measure Key Partners Resources Bicyclist and Pedestrian Continue the development and enhancement of the Bicycle bicycle network in Lane miles Department of D.1 Ongoing low-stress bicycle High Network line with the City of Public Works Cupertino's 2016 facilities installed Bicycle Transportation Plan. Install or enhance Pedestrian pedestrian crossing Medium- Number of Department of D.2 Crossing features along the Term upgraded Public Works High High-Injury Network crossings (HIN). Complete projects that enhance bicycle Number of D.3 Turning and pedestrian Long-Term projects that Department of High Vehicles safety with regard to have been Public Works turning vehicles at implemented intersections. Developing an ATP Develop will advance Vision and Maintin Zero goals by creating Reduction in safer, more accessible the number of Department of DA an Active Long-Term High Transportation infrastructure,thereby pedestrian and Public Works Plan reducing traffic bicycle fatalities fatalities and serious injuries. Number of High-Visibility Install high-visibility Medium- crosswalks near Department of D.5 crosswalks in schools that have Medium Crosswalk proximity to schools. Term been designated Public Works as "high visibility." Create an educational City Manager's campaign targeting Office,AARP, Senior Medium- Monitor collision Library and D.6 drivers to enhance Medium Awareness safety for pedestrians Term data Community aged 60 and above. Services, Senior Center CUPERTINO VISION ZERO ACTION PLAN 90 91 BPC 06-13-2024 ACTIN(AM Utilizing the Vision Zero data on collisions and priority Increasing corridors to feed into investments a comprehensive citywide Safe Routes School in Safe Routes to School plan. Reduction in Districts, to School Update Safe Routes Continuous number of D.7 and maintain to School maps for collisions around Department of High a dedicated every school by schools Public Works Safe Routes conducting walk to School audits and prioritize coordinator projects on corridors that link multiple schools that are also Vision Zero priorities. Partnering with other cities and jurisdictions to advocate for Reduce state legislation that Reduction in speeding and would give them the number of Department of D'8 Continuous speed limits authority to utilize collisions around Public Works Low around schools automated speed schools enforcement(such as safety cameras) near school zones. Engaging elementary, middle and high school students in traffic safety through Safe Routes to School. Empowering young Offer people as leaders comprehensive to promote safe Number of in- School bicycle and transportation in their person safety Districts, D.9 pedestrian communities. Provide Continuous trainings sessions Department of Medium safety universal bike skills conducted Public Works education to training for all middle all children school graders in public school, and create a traffic safety curriculum and mandate its teaching in all elementary schools. Details of the same can be found in the Educational Programs Section of the Action Plan in this Report Traffic Organize traffic safetyNumber of School Education forMedium- individuals Districts, D.10 Safe Routes to classes for both Term reached or Department of Medium School students and parents. impacted. Public Works Details of the same can be found in the Educational Programs Section of the Action Plan in this Report CUPERTINO VISION ZERO ACTION PLAN 91 92 BPC 06-13-2024 ACT 1OR*MQ FUNDING AND IMPLEMENTATION The City has numerous avenues through which it can finance and carry out the actions listed below. As an example, the integration of safety improvements into pavement management programs, other transportation capital projects, and new development initiatives is a viable approach. To secure dedicated funding for safety projects, the City may consider seeking support from state or regional sources such as Caltrans and MTC Active Transportation Programs, the Caltrans Highway Safety Improvement Program, the One Bay Area Grant Program, and the Transportation Development Act Article 3 (TDA3) Local Transportation Fund. Additional funding sources include Caltrans Sustainable Transportation Planning Grants, Safe Routes to School (SRTS) Funding, Transformative Climate Communities (TCC) Program and California Office of Traffic Safety (OTS) Grant Program. - i •RIGHT TURN r* _ ON RED AFTER ONLY STOP EXCEPT r :u• I �a0 Q BPC 06-13-2024 ACT I(9A*MQ VISION ZERO TASK FORCE WORK PLAN The Vision Zero Task Force aims to eliminate all traffic fatalities and severe injuries in Cupertino while increasing safe, healthy, and easily accessible mobility for all.This work plan outlines the key actions, responsible parties, timelines, and desired outcomes to achieve these goals. GOAL • Eliminate traffic fatalities and severe injuries. • Improve safety for vulnerable road users. • Enhance crash and injury data quality. • Strengthen local and regional partnerships. 1. ANNUAL TRAFFIC FATALITY AND SEVERE INJURY REPORTING • Action: Collect, analyze, and report data. • Outcome: Data-driven decision-making. 1 2. REVIEW ANNUAL TRAFFIC ENFORCEMENT CITATIONS FOR TOP 5 KSI CAUSES • Action: Analyze and adjust enforcement strategies. • Outcome: Targeted enforcement to reduce severe incidents. is 3. REACH VULNERA ROAD USERS VIA EXISTING EFFORTS • Action: Integrate safety messages into city programs. • Outcome: Increased safety awareness. 4. COLLABORATE WITH VTA FOR SAFER TRANSIT AREAS • Action: Conduct safety audits, and implement improvements. • Outcome: Safer transit stops. S. COORDINATE EDUCATION CAMPAIGNS WITH ENFORCEMENT CUPERTINO VISION ZERO ACTION PLAN 94 BPC 06-13-2024 ACTIOA VLM • Action: Launch campaigns timed with enforcement blitzes. • Outcome: Increased public compliance with traffic laws 6. IMPROVE CRASH AND INJURY DATA QUALITY • Action: Update data collection protocols and train staff. • Outcome: Reliable data for safety initiatives. PERFORMANCE METRICS • Reduction in traffic fatalities and severe injuries. • Number of citations for top 5 KSI causes. • Safety improvements around transit stops. • Public awareness levels. • Quality of crash and injury data. REPORTING • Frequency: Annual reports to City Council and public. • Review: Annual review meetings for effectiveness adjustments. The Vision Zero Task Force will use collaboration, data-driven strategies, and community engagement to make Cupertino's streets safer for all. CUPERTINO VISION ZERO ACTION PLAN 94 95 BPC 06-13-2024 ACT I(9h*MQ TRANSPORTATION TECHNOLOGY The technology related to transportation is evolving rapidly. From smart phone apps to regional infrastructure, the trend of creating "smart cities" extends strongly through this spectrum and into the realm of transportation. Some broad areas are offered: Intersections represent the greatest challenge for vulnerable roadway users. Technology assistance can include. • Bicycle Detection, Pedestrian Detection • Wayfinding and Orientation assistance devices for blind and visually impaired persons • Accessible Pedestrian Signals with custom speech messages (not tones, chirps, percussive sounds, etc.)for walk and flashing don't walk; countdown displays; leading pedestrian intervals (LPIs) In the event of a crash, law enforcement personnel exposed to the risks of active traffic while investigating the crash scene. A fatal cra esultjin crime scene protocols, which require longer and more detailed investigatio , resulg itn even greater exposure to moving vehicular traffic hazards. • Deploy next generation emergency vehicle preemption to reduce response times and increase safety. • Provide technology and training for officers to better record and preserve crash details and site evidence. • Employ dynamic traffic rerouting strategies to minimize exposure to moving traffic. Analysis should not /u ct' to documented crashes. Technology can provide a proactive view. • Deploy automated speed data collection technology to assess speeding patterns and conduct frequent road safety audits based on findings. • Enhance signal system software and equipment to detect red light running and use data for enforcement and engineering. • Implement Near-Miss Traffic Incident Identification Systems that monitor for patterns and frequency of near-miss collisions within signalized intersections. The City of Cupertino should take a leadership role in changing the characteristics of the vehicles traveling along our streets. • Require that all new vehicles added to the City fleet beginning in 2040 have the latest crash reduction technology such as lane departure warning,forward crash avoidance sensors,school zone approach warnings, and other built-in safety equipment. CUPERTINO VISION ZERO ACTION PLAN 95 96 BPC 06-13-2024 ACTIN*M The City of Cupertino should take a leadership role in changing the characteristics of the vehic►PS trnwnlinn n►nnn nur ctrnnt, • Require that all new vehicles added to the City fleet beginning in 2040 have the latest crash reduction technology such as lane departure warning,forward crash avoidance sensors,school zone approach warnings, and other built-in safety equipment. • Right-size city-owned vehicles by updating vehicle purchasing standards to ensure City phases smaller vehicles with the latest crash reduction and safety technology into its fleet where possible. • Equip all City fleet vehicles with safety related devices, designs, and technology that record and report dangerous driving behaviors. Actively partner with VTA to improve safety for transit patrons: • Evaluate opportunities to expand existing and/or implement new transit priority treatments. • Implement new transit vehicle engineering principles (such as rear-of-vehicle chevrons, right- side illumination during turns, and lane departure technology) to reduce collisions. • Provide protected crossings for transit patron to cross streets to reach transit stops. Partner for the funding of design, installation, and maintenance of such devices as RRFBs and PHBs. Getting people and goods and services to ultimatr�estination requires a fine-grained approach in the urban landscape. Where e Men d services can be automated to minimize the risk of mistakes results in nment. This can be accomplished through: • Autonomous Vehicles, Micro mobility, Drones • Vehicle-to-Vehicle (V2V) and Vehicle-to Infrastructure (V21) interconnection and interaction • Continue to work with tech companies and organizations to pioneer autonomous vehicle testing and adoption to improve safety. • Enact ordinances and enabling legislation that balance the needs of technology service providers and societal expectations. CUPERTINO VISION ZERO ACTION PLAN 96 97 BPC 06-13-2024 ACT I(9Ih*MQ EDUCATIONAL PROGRAMS The establishment of a Vision Zero policy should not be the end of the discussion. Continued community focus requires ongoing education and encouragement. For some, the answer to the question of what Vision Zero means to them personally or collectively requires an ongoing discussion.These suggested events and programs can help to continue the discussion and empower people to put voice to what they may feel or are perceiving as they travel Cupertino's streets. SAFE ROUTES TO SCHOOL Safe Routes to School is a movement that aims to make it safer and easier for students to walk and bike to school. The first federally funded Safe Routes to School program was created in 2005. Safe Routes to School programs have benefited more than 14,000 schools in all 50 states.And the demand continues to grow, especially low-income communities, communities of color, and rural communities, where it is hard for anyone to safely and conveniently walk, bicycle, or get physical activity. The most successful Safe Routes to School programs incorporate the Six E's: evaluation, education, encouragement, engineering, engagement, and equity. At the regional and state level, Safe Routes to School practitioners work to find new funding and ensure proper spending of existing funding for Safe Routes to School. And at the federal level, the Safe Routes Partnership and its allies maintain a steady voice for policy and funding support in Washington and provide a source of expert help, ideas, and resources for leaders at all levels. The City of Cupertino currently has a Safe Routes to School partnership between City staff and community partners, including: Cupertino Union School District, Fremont Union High School District, Walk-Bike Cupertino, and Silicon Valley Bicycle Coalition. More information can be found at https://www.cupertino.ora/our-city/departments/public-works/transportation-mobility safe- routes-2-school AMERICANS WITH DIs."BILITIES ACT ENGAGEMENT In Cupertino, accessibility for people with disabilities remains a significant challenge. Traveling independently is hindered by various factors like missing sidewalks, damaged routes, and confusing traffic signals.These issues often compel individuals to forgo independent travel entirely. Collaborations with national organizations like AARP, Lighthouse for the Blind,ADAPT, and others present opportunities to partner with communities, share expertise, and enhance awareness. Events that simulate disabilities, such as blindfolded experiences or wheelchair navigation along busy streets, offer invaluable perspectives.These initiatives foster understanding and inclusivity by allowing participants to grasp the daily obstacles faced by those with disabilities. Similarly,walking with gait restraints provides insight into the needs of individuals with ambulatory disabilities. Proactively involving marginalized groups in planning and engineering processes is crucial. Understanding the needs and perceptions of people with disabilities leads to better planning, programming, and design for ADA (Americans with Disabilities Act) improvements. CUPERTINO VISION ZERO ACTION PLAN 97 98 BPC 06-13-2024 ACTION*M The introduction of the Public Right of Way Accessibility Guidelines (PROWAG) Final Rule in September 2023 marks a significant step. It aims to ensure that pedestrian facilities within the public right-of-way are accessible and usable for people with disabilities. Despite ongoing efforts, pedestrians with disabilities across the United States still encounter substantial challenges due to inaccessible sidewalks, crosswalks, and other pedestrian facilities. PROWAG introduces two empowering aspects for ADA planning and design practitioners: It allows the use of alternative designs, products, or technologies that offer equal or better accessibility than the guidelines' requirements (R102.1 ADA-Covered Facilities and Equivalent Facilitation). It mandates compliance with requirements to the maximum extent feasible in cases where existing physical constraints make full compliance technically infeasible (R202.3 Existing Physical Constraints). Constructive partnerships with ADA advocates and interest groups foster consensus and proactive improvements. This collaborative approach ensures that efforts align with the context and are implemented with mutual trust and belief in their effectiveness. For further information, refer to https://www.access-board.aov/prowaa/. WALKING/CYCLING/TRANSIT FIELD DA These events take the form of activities like "Ride Your Bike to Work Day", "Walk Your Child to School Day", or "Take the Bus to Work Day". They encourage people to consider traveling by other modes than driving. What also happens is that the challenges of these other modes become apparent, especially where such travel feels uncomfortable or unsafe. Other events can include community walking or cycling assessments. Led by a knowledgeable and seasoned practitioner, groups walk or cycle around their community and identify and document deficiencies and challenges of the built environment. These events can result in written reports and presentations to owning jurisdictions and elected officials. COMMUNITY WALKING AUDITS A walk audit is an assessment of the pedestrian safety, accessibility, and comfort of a particular area. In addition to documenting specific issues and engaging the community in advocating for improvements, walk audits can be most effective when public officials and community members of varying backgrounds, ages and abilities are intentionally invited and welcomed along so they can experience and react to the conditions directly. The WaIk2Connect program of America Walks helps to build a more human and connected world by empowering individuals, community groups, and businesses to experience the benefits of person-to-person, shoulder-to-shoulder connection —what is called "life at 3 mph." Rooted in the simple act of walking, WaIk2Connect grows the walking movement by inviting communities down pathways toward sustained communal health and stronger community relationships. CUPERTINO VISION ZERO ACTION PLAN 98 99 BPC 06-13-2024 ACTI19A VLM Some suggestions for success include: SET SOME GOALS - Decide what you want to accomplish • plrK Vn11R Pi Ar• — Choose the route carefully, scout it ahead of time, and make sure everyone will be safe • GRAB A GEAR— Bring along clipboards, printed guides, and pens, as well as a tape measure and a camera • BE LIKIIVFRc.AI — Before starting, remind everyone to prioritize safety and to imagine a small child or a person with a disability on this walk (a great tool is to bring a stroller to Identify mobility) • TAKE PAUSE — Stop every few blocks to analyze the conditions, make notes, and take photos • KEEP IT SHORT — Don't make it too long; a one mile walk audit can easily last an hour with stops for discussion • CURATE YOUR CREW — Identify participants from the neighborhood and others whom you want to recruit as advocates • BRING IN LOCAL LEADERS— Invite one or two public officials such as planners, engineers or City Council members • USE TOOLS - Choose a specific guide such as the AARP Walk Audit Tool Kit and send it to participants in advance • CHAT AND ASSES` —At the end, ask everyone to share their "take-aways" More information can be discovered at httpsJ/americawalks.org/. MEDICAL SERVICES PROVIDERS Communities aiming for Vision Zero policies should partner with local healthcare and emergency services.These entities witness firsthand the impact of traffic incidents and hold valuable data,such as anonymized emergency room visit records. These records reveal unreported crash locations and details that can guide community engagement and educational initiatives to enhance traffic safety. For instance, the collaboration between Austin, Texas, and Dell Children's Hospital showcased the power of such partnerships. Dell Children's provided GIS-based crash data, including heat maps of motor vehicle, bike, and pedestrian incidents seen in their emergency room. This data uncovered unreported crashes, especially in lower socioeconomic areas and communities of color. It highlighted incidents involving intoxicated individuals and revealed details like bike helmet usage in cyclist crashes and child seat information in motor vehicle incidents involving children. CUPERTINO VISION ZERO ACTION PLAN 100 BPC 06-13-2024 This partnership enabled targeted educational efforts, distribution of free safety gear, and improvements in traffic signal operations, sidewalks, and pedestrian facilities based on crash data. Additionally, it aided in directing traffic enforcement actions, investigating overserving in drinking establishments, and identifying areas needing better safety measures. IMPROVING ACCESS TO TRANSIT The Federal Transit Administration (FTA) offers programs and funding opportunities to enhance the understanding and need for effective public transit. For example, their Enhanced Mobility of Seniors & Individuals with Disabilities - Section 5310 program provides formula funding to states and designated recipients to meet the transportation needs of older adults and people with disabilities when the transportation service provided is unavailable, insufficient, or inappropriate to meeting these needs. The program aims to improve mobility for older adults and people with disabilities by removing barriers to transportation service and expanding transportation mobility options. More information is available at https://www.transit.dot.gov/. Another resource is National Alliance of Public Transportation Advocates (NAPTA), a national organization representing grassroots transit coalitions, grassroots transit rider organizations and advocates that support increasing investment in public transportation. Their objectives are: • To create a diverse, committed, and visible national alliance of local public transit coalitions. • To generate a heightened level of advocacy through constituent visits, calls, e-mails, and letters at necessary and appropriate times in the congressional decision-making process. • To link local transit coalitions with new advocacy tools and resources. NAPTA supports the Transit-Walkability Collaborative, which consists of national, state-level, and local leaders in the walkability and public transit advocacy movements who recognize the synergies between these two transportation modes and the benefits of collaboration. Learn about NAPTA at https://www.pub(ictransportation.orq/napta/. CUPERTINO VISION ZERO ACTION PLAN 101 BPC 06-13-2024 ACTIVPA*MQ TRAFFIC ENFORCEMENT PROGRAMS Traffic regulations are in place to establish a sense of order and guarantee the safety of all individuals navigating Cupertino. Promoting compliance with these road rules will enable law enforcement to foster secure and inviting streets within the City. These suggested traffic enforcement strategies and programs will help keep the City of Cupertino's streets safe. HIGH VISIBILITY ENFORCEMENT High-visibility enforcement is a multifaceted approach to law enforcement that captures the public's attention by employing highly visible patrols, such as checkpoints, saturation patrols, or message boards. The California Office of Traffic Safety (OTS) offers three grant funding sources to support the California Highway Patrol (CHP) in their efforts to enhance high-visibility enforcement. The primary objective of the Get Education and Ride Safe III (GEARS III) grant is to decrease the number of motorcycle-related collisions resulting in killed or seriously injured (KSI) individuals. The Safer Highways Statewide grant aims to reduce the number of KSI collisions involving alcohol. Lastly, the Regulate Aggressive Driving and Reduce Speed V (RADARS V) grant is targeted at lowering the number of victims killed or injured in crashes caused by factors like speeding, improper turning, driving on the wrong side of the road, or reckless driving. The fundamental purpose of high-visibility enforcement is to encourage voluntary adherence to traffic laws, and according to research conducted by the National Highway Traffic Safety Administration (NHTSA), it stands out as one of the most effective strategies for improving safety outcomes.6 Important to note that traditional traffic law enforcement methods have led to concerns of racial profiling, police violence, and negative impacts on communities of color. According to the US Department of Justice, Black and Hispanic individuals face a higher likelihood of experiencing police force during stops compared to white individuals. In response, cities are transitioning to equity-focused approaches that prioritize safety for all, targeting the most dangerous reckless behaviors while addressing enforcement disparities.This shift involves various strategies, including implementing fairer fine structures and analyzing demographic data in traffic citations. 6 Richard,C.M., Magee,K.,Bacon-Abdelmoteleb,P.,&Brown,J.L.(2018).Countermeasures That Work:A Highway Safety Countermeasure Guide For State Highway Safety Offices,2017(No.DOT HS 812 478).United States.Department of Transportation. National Highway Traffic Safety Administration.https://www.nhtsa.gov/sites/nhtsa.gov/files/documents/812478_countermeasures- that-work-a-highway-safety-countermeasures-guide-.pdf.Accessed February 14,2022. CUPERTINO VISION ZERO ACTION PLAN 101 102 BPC 06-13-2024 ACT119A*M TRAFFIC VIOLATORS SCHOOL In numerous jurisdictions, drivers who have accumulated a specific number of demerit points on their driver's licenses may be offered the opportunity to enroll in Traffic Violator School as a means to reduce their punishment. Typically, upon successful completion of Traffic Violator School, their traffic offenses are dismissed or expunged from their driving records. Negotiated plea agreements are an indispensable component of a well-functioning and efficient court system. Nevertheless,these agreements can lead to the reduction or elimination of penalties for offenders, such as in cases where a driver is permitted to avoid a suspension of their driver's license by attending Traffic Violator School. RED LIGHT VIOLATION CAMERAS Cities employ red light cameras as a means of upholding traffic light regulations by identifying and penalizing drivers who disregard them. These cameras operate by capturing multiple images of motorists who disobey red signals at intersections. In coordination with the traffic signals, these cameras detect and photograph drivers who fail to come to a halt when the light turns red, subsequently issuing a ticket to the vehicle's owner through the mail. To gain a comprehensive understanding of red light cameras, it is essential to explore their purpose, the regulations governing their use, and differentiate them from other types of traffic cameras. Red light cameras, which function as automated enforcement systems, are deployed by law enforcement to oversee intersections equipped with traffic signals. These cameras are positioned to monitor vehicles as they traverse these intersections, particularly when the traffic signal indicates a red light. According to the National Conference of State Legislatures (NCSL), nearly 350 municipalities across the United States employ red light cameras, though as of June 2023, eight states have prohibited their use. The significance of red light cameras in enhancing road safety becomes evident when considering the statistics provided by the Insurance Institute for Highway Safety (IIHS). In 2021, there were 1,109 fatalities and 127,000 injuries resulting from crashes involving red light violations. However, the IIHS also highlights a positive impact, reporting a 21% reduction in fatal red light running crash rates in large cities where red light camera enforcement has been implemented. These cameras play a vital role in curbing dangerous driving behaviors and contributing to the overall safety of road users. TRAFFIC SAFETY DIVERSION PROGRAM Design a traffic safety diversion program specifically for bicycle and pedestrian traffic violations, with the primary goal of facilitating access to safety courses and programs centered on biking and walking. The program would provide a way for people who bike and walk to remove or reduce a traffic violation fine while also learning pedestrian and bicycle laws and safe walking and riding skills. CUPERTINO VISION ZERO ACTION PLAN 102 103 BPC 06-13-2024 PUBLICIZED SOBRIETY CHECKPOINTS Sobriety checkpoints are established by law enforcement officers to inspect vehicles for signs of driver impairment. These checkpoints can involve either stopping every vehicle passing through or stopping vehicles at predefined intervals, such as every third or tenth vehicle. The fundamental goal of these checkpoints is to discourage individuals from driving under the influence by heightening the perceived likelihood of encountering law enforcement and facing arrest. To achieve this objective, it is essential for sobriety checkpoints to be conspicuously positioned, widely advertised, and consistently carried out as an integral component of an ongoing sobriety checkpoint initiative. HIGH VISIBILITY SATURATION PATROLS A saturation patrol, which can also be referred to as a blanket patrol or a dedicated DWI patrol, involves a substantial contingent of law enforcement officers (LEOS) conducting surveillance within a designated region with the aim of identifying impaired drivers. Typically, these patrols are scheduled for periods and locations where incidents of impaired driving-related crashes frequently transpire.Similar to well-publicized sobriety checkpoint initiatives,the primary objective of widely announced saturation patrol programs is to discourage individuals from driving under the influence by elevating the perceived likelihood of being apprehended. Therefore, it is crucial to extensively promote and regularly carry out saturation patrols as part of an ongoing program dedicated to this purpose. CUPERTINO VISION ZERO ACTION PLAN 103 104 BPC 06-13-2024 ACTIVA*MQ PARTNERSHIP The City of Cupertino will require partnerships to increase the efficacy of the Vision Zero Action Plan. Several strategies have been identified below. As conditions and strategies evolve, the strategies and supporting elements will evolve as well. -^1 1 AQ^CATION WITH NFARRY riTicc Partner with neighboring cities to advocate and engage with the State Legislature and the Governor to pass legislation enabling the use of speed cameras throughout the State of California. This legislative change will allow Cupertino to enhance the enforcement of traffic safety laws through the use of cameras. • PURl IC HEA1TN AND nnFnirAL INSTITUTION Establish partnerships with local public health organizations, hospitals, and trauma centers to integrate crash data with health outcome information. This data linkage will provide a more comprehensive understanding of the impact of crashes and will support evidence-based solutions in Cupertino's Vision Zero initiatives. PRIVATE SECTOR ENGAGFMF:N- Collaborate with private sector entities, including businesses heavily reliant on Cupertino's streets, such as delivery companies and transportation network companies (TNCs). This partnership will ensure that private companies actively contribute to Vision Zero efforts and prioritize street safety in their operations. ADVOCACY FOR SAFER DELIVETM6VEHIL'LE� Collaboratively pursue local and state regulations that mandate the use of smaller,safer delivery vehicles in urban environments. Cupertino can work with partner cities and organizations to promote the adoption of these regulations where appropriate. TRAFFIC SAFETvTDUCAT%N ?R FCHOOLF Work with the State Department of Education to integrate traffic safety education into school curriculums across Cupertino. This initiative aims to educate and raise awareness among students about the implttance of safe road behaviors. rnnnnnll'NITV Akin SCHOOI AnnRASCAnnQ DROr_QAnnc Launch community and school-based outreach programs in Cupertino. Utilize resources available on Cupertino's Vision Zero website to create materials and activities that increase awareness and engagement in preventing future injury crashes. These programs will involve local communities and schools in promoting road safety within the city. PARTNFR WITH TRANCIT AGENCIEq Forge partnerships with regional transit agencies to implement coordinated safety measures aimed at reducing traffic fatalities and injuries. By collaborating with transit agencies, Cupertino can explore strategies such as enhanced driver training programs, implementation of advanced safety technologies in public transit vehicles—including collision avoidance systems and real-time monitoring—and the development of shared safety data systems. Additionally,joint initiatives can focus on improving infrastructure around transit hubs to enhance pedestrian and cyclist safety. CUPERTINO VISION ZERO ACTION PLAN 104 105 BPC 06-13-2024 By working together, Cupertino and transit agencies can create a safer and more integrate transportation system that aligns with Vision Zero principles. By adapting these strategies,the City of Cupertino can enhance the efficacy of its Vision Zero plan, fostering a safer and more secure environment for its residents. CUPERTINO VISION ZERO ACTION PLAN 105 106 BPC 06-13-2024 ACTIWK*MQ CONTINUOUS DATA COLLECTION AND ANALYSIS Achieving the goal of eradicating traffic fatalities requires a deep understanding of the locations, timing,and causes of collisions and injuries leading to deaths,along with a proactive response to the latest incidents and emerging patterns.The city will introduce tools to enhance its comprehension of road safety and embed responsiveness within the system. i. Annual Collision Analysis and Reporting Perform and compile an annual collision assessment report, which involves creating collision profiles and comparison of various time periods to enhance the identification of trends and progress toward Vision Zero. This analysis should incorporate accessible demographic and environmental justice data as well. Periodic updates to the High-Injury Network (HIN) and Action Plan are necessary to align with the progress achieved and to formulate new strategies and countermeasures if the existing actions fail to yield the intended outcomes. 2. Online Dashboard Platform An online dashboard and analytical tool should be developed to collect and analyze collision data, leveraging technology to better understand core collision factors and surrogate safety measures, including collecting automated speed data and conducting near-miss analysis, identifying hard braking hotspots, and pinpointing hazard/community feedback clusters. ` 3. High Injury Network MNO In the City of Cupertino, more than 72% of the severe injuries and fatal crashes occur on just seven city streets.The Cupertino Vision Zero Action Plan leverages a decade's worth of collision data to pinpoint the areas where the most substantial investments in engineering, education, and enforcement can yield the most significant reductions in fatalities and severe injuries. By mapping these high-risk corridors using the most current data, the City can identify critical areas of concern and use up-to-date information to plan and prioritize projects effectively. 4. Complete Injury and Fatality Reporting A considerable portion of pedestrian and cyclist injuries go unrecorded in police statistics, leading to an inadequate depiction of street safety. Collaborating with city partners, the local hospitals and trauma centers can establish a holistic system for the precise, well- coordinated, and prompt surveillance of injuries and fatalities. This comprehensive approach is essential for prioritizing safety projects,conducting assessments,and delivering accurate reports. CUPERTINO VISION ZERO ACTION PLAN 106 107 BPC 06-13-2024 ACTIWA VLAQ VISION ZERO AND GENERAL PLAN UPDATE Cupertino's Community Vision 2040, which is also their state-mandated General Plan, broach- es the concept of safer streets in two primary sections: Chapter 1 — Introduction and Chapter 5 — Mobility. Yet the language used is not as empowering as that of the tenants of Vision Zero. Additionally, other chapters which generally would not weigh in on the discussion of Vision Zero should be revised to add their voices to the adoption and integration of Vision Zero into all aspects of the General Plan. CHAPTER 1 — INTRODUCTION This chapter presents the now-dated notion that safety and mobility are exclusive and not inclusive topics. The Purpose of Community Vision 2040 states, "Due to the breadth of topics covered in Community Vision 2040, conflicts between mutually-desirable goals are inevitable. For instance, increased automobile mobility may conflict with a safe, walkable community." The last sentence is written with the premise that crashes are inevitable and thus acceptable. It also lends to the notion that mobility is defined as moving motor vehicles at speed with little or no delay and that the needs of motorists have priority over all other roadway users. It is suggested the sentence be removed from future versions of the General Plan. The fourth guiding principle, Enhance Mobility, says, "Ensure the efficient and safe movement of cars, trucks, transit, pedestrians, bicyclists and disabled persons throughout Cupertino in order to fully accommodate Cupertino's residents, workers, visitors and students of all ages and abilities." Again, efficiency is placed ahead of safety, and the listing of the modes of travel has vulnerable roadway users at the end. If written with Vision Zero as an overarching tenant, it might instead read, "Ensure the safe and efficient movement of people and goods with the specific goal of eliminating all fatal and serious injury crashes by 2040 regardless of age, ability, identity, or mode choice. Special attention should be given to the needs of vulnerable roadway users such as pedestrians, cyclists, children and the elderly, and people with disabilities to travel safely and efficiently along and across Cupertino's streets." The term "efficiently" is used deliberately as non-motorists are susceptible to adverse impacts from weather, lack of shade and shelter, presence of barriers and obstacles, lack of accommodating travel facilities, lack of protected street crossings, presence of moderate to high volumes of vehicular traffic traveling at speed, and excessive travel distances relative to mode and ability. On the other hand, the seventh guiding principle, Ensure Attractive Community Design, and the eighth guiding principle, Embrace Diversity, both lend themselves to supporting Vision Zero. Communities are places where people live, work, play, learn, and heal. Community planning and design follows from societal values of environment, economy, equity, and livability. Livability includes making places that fit the needs and aspirations of residents. The design of communities is influenced by the design of its streets. Streets that are planned and designed so that they feel safe and comfortable, so that they are interesting, and so that they are attractive, will be places where people want to be. CUPERTINO VISION ZERO ACTION PLAN 107 108 BPC 06-13-2024 Such streets,which can be termed as"livable" or"walkable" or"people-centric", become desirable, which translates into economic benefits for the community. There is economic value in quality place making that feels safe and is safe as the design of streets directly impacts the character of the surrounding community. Vision Zero enables this to occur. CHAPTER 3 — LAND USE AND COMMUNITY DESIGN The introduction to this chapter identifies itself as the keystone of Community Vision 2040. It provides "an overall policy context for future physical change. It deals with the issues of future growth and helps define the desired balance among social, environmental and economic considerations, while enhancing quality of life in the community." Further, this chapter"aspires to ... create a vibrant community with inviting streets and public spaces [and] preserved, connected and walkable neighborhoods...."To achieve this requires that streets are perceived to feel safe and be safe. Thus Vision Zero should be included and referenced throughout this chapter. For example, in the Looking Forward section, the third guiding principle is Integrating Community Health into Land Use Planning. The principle directs the integration -= =� of "land use and transportation networks to reduce reliance on auto usage and improving alternative choices for transportation by focusing growth and change in corridors that support all modes of transit, providing neighborhoods with easy access to schools, parks and neighborhood centers." The citywide goal LU-1 states, "Create a balanced community with a mix of land uses Figure 16. Midblock Crossing that supports thriving businesses, all modes of transportation, complete neighborhoods and a healthy community." This goal lends itself well to support Vision Zero and text to that effect should be included, particularly in Policy LU-1.1: Land Use and Transportation. The nexus between public health and street safety is well documented. If a street is perceived as being unsafe, then it would not lend itself to travel by modes other than motor vehicles, which reduces physical activity, increases instances of obesity, diabetes, and cardiovascular disease. Air quality is also reduced, resulting in more respiratory illnesses particularly for children and those who have underlying medical conditions.An inability to walk or cycle to a store that offers healthy choices of foods is also curtailed, further exacerbating obesity and poor dietary habits that lead to long-term health impacts. CHAPTER 5 — MOBILITY ELEMENT The purpose for this chapter is to implement strategies that make alternative modes of transportation attractive choices. This will help reduce strain on the automobile network and improve health and quality of life for Cupertino residents and businesses. Mobility is defined as the safe and efficient movement of people and goods through a transportation system; it is not simply moving cars at speed. Yet, many of our transportation decisions are made with the intent of reducing travel time for motorists, sometimes at the expense CUPERTINO VISION ZERO ACTION PLAN 108 109 BPC 06-13-2024 ACTIldA VLM of other roadway users. Our streets are designed to a "design speed" that in practice produces vehicular speeds that are above the posted speed limit. A better approach for Vision Zero is to adopt a methodology where a "desired operating speed" is determined given the context and the expectations of the public. Then, designers can choose geometric design parameters to achieve this speed. As a result, the desired operating speed is the design speed and is also equal to the speed limit. Speed studies conducted following completion of the project would then confirm that the vast majority of motorists are in reasonable conformance with these values. This chapter should speak to adopting designs that result in lower speeds; simply lowering the speed limit and conducting targeted enforcement does not result in a sustained change in driver behavior. Another strategy to consider is to design our communities and their streets to be to more of a people-centric scale instead of an auto-centric scale. Typical walkable "blocks" are in the range of 250 to 300 feet in length. Superblocks,where the distance between intersections is far greater than this, curtail walking and cycling and reinforce the need to travel by motor vehicle. As opposed to following a prescriptive numerical based decision process, protected crossings should be installed based on context and the application of engineering judgement geared towards the Vision Zero tenants. It is recommended that future text strongly encourages and supports this approach. CHAPTER 6 — ENVIRONMENTAL RESOURCES AND SUSTAINABILITY The topic of environmental resources and sustainability may initially not seem to have a nexus to Vision Zero. However,the introduction states, "... cities need to identify ways to protect and restore natural ecosystems through land use decisions, building designs and resource conservation. This entails that community guardians and planners apply the principals of sustainability, only achieved by embedding social equity,economic and the environmental considerations throughout the development process, including mobility, infrastructure, water and energy use, buildings, streetscape and landscape, and land use planning." Sustainability is planning and designing communities such that present needs are met without compromising the ability to meet future needs. Previously stated was the fact that community planning and design based on a desireto be sustainable follows from societal values of environment, economy, equity and livability. Thus, to plan, design, and construct streets and intersections to be people-centric places contributes to sustainability which can enhance community resiliency. A strategy for "softening" our streets is to incorporate landscaping, streetscaping, rain gardens, and bioswales. Reducing impervious cover, creating microclimates via shade, and capturing previously untreated storm water runoff and exposing it to bioremediation all can be included in geometric street features that promote Vision Zero. Language that speaks to this aspect should be included in future versions of this chapter. CHAPTER 7 — HEALTH AND SAFETY The introduction to this chapter states that Cupertino "is committed to maintaining a high level of preparedness to protect the community from risks to life, property and the environment associated with both natural and human-caused disasters and hazards." Yet, it is written with police, fire and EMS as the target audience. Here, the material should be expanded to include traffic crashes and the tenants of Vision Zero. As an example, in 1996 the City of Carmel, Indiana adopted the policy to replace all of its traffic signals with modern roundabouts. CUPERTINO VISION ZERO ACTION PLAN 109 110 BPC 06-13-2024 ACT lbA*M Today, Carmel has over 140 roundabouts. Their crash rate is far lower than neighboring Indianapolis. As a result of not having to respond to vehicle crashes, Carmel made the business decision several years ago to eliminate the fire department's heavy rescue vehicle from the fleet. The firefighters assigned to that piece of equipment were reassigned to other areas of need. Carmel still has interjurisdictional agreements with neighboring fire and life safety agencies for heavy rescue support, but the savings to the fire department's operating budget was significant and a testament to the commitment to Vision Zero. This chapter states, "In the future, more emphasis will be placed on sustainable approaches to community health and safety, including crime and fire prevention through design, improved use of technology, management of hazardous materials and improved disaster planning."Vision Zero and the proven safety countermeasures as listed by FHWA should be added to this list. CUPERTINO VISION ZERO ACTION PLAN 110 111 BPC 06-13-2024 CITY OF CU40M) HOW TO GET INVOLVED Promoting traffic safety and reducing fatalities and serious injuries is a vital goal for any community, and it requires a collective effort from both city officials and the residents. Here are some ways in which the community can contribute to achieving the stated goal of reducing traffic fatalities and injuries in the City of Cupertino: TASK A DRIVING EDUCATION CLASS Attending a driving education class is crucial for acquiring the knowledge and skills needed to be a responsible and safe driver. PLEDGE TO NOT TEXT Take a pledge to not text while driving to eliminate distractions and enhance road safety. INSTALL ANTI-TEXTING SOFTWARE ON PHONE Installing anti-texting software on cell phones can help ensure focus remains on the road, preventing dangerous texting and driving. OBSERVE RULES OF ROAD WHEN DRIVING Always observe the rules of the road when driving to promote a safer and more organized traffic environment. BICYCLING ETIQUETTE When cycling, practice proper bicycling etiquette by signaling turns, obeying traffic signals, and sharing the road courteously with other users. BE AN ALERT PEDESTRIAN Be an alert pedestrian by paying attention to surroundings, using designated crosswalks, and making eye contact with drivers before crossing streets. SAFE ROUTES FOR ALL Support the development of safe routes for all modes of transportation to encourage alternative means of travel and enhance overall road safety. CUPERTINO VISION ZERO ACTION PLAN 111 112 BPC 06-13-2024 f 120 CUPERTINO VISION ZERO ACTION PLAN , CHAPTER 4PF TECHNI, APPEN .. IC -; fin.• � :vc�;n I � r - ;e��;�..;:• �' .� �•lry�_-.i•. 401 h ; 2-] m. r 4=0 BPC 06-13-2024 I[ij CUPERTINO TJ KM DESIGN & LAYOUT BY TJKM TRANSPORTATION CONSULTANTS PHOTOGRAPHS PROVIDED BY TJKM TRANSPORTATION CONSULTANTS 4305 HACIENDA DR, SUITE 550 PLEASANTON, CA 94588 ALL RIGHTS RESERVED COPYRIGHT © 2024 TJKM TRANSPORTATION CONSULTANTS NO PORTION OF THIS REPORT MAY BE USED OR REPRODUCED WITHOUT PRIOR WRITTEN CONSENT OF THE CITY OF CUPERTINO. BPC 06-13-2024 115 of 120 nor Vision Ze # Comments City Response 1 Use the actual car speed across the City as KPI to measure the effectiveness of the plan Reduction in car speed alone is not a measure of the Plan s effectiveness 2 Inclusion of Miller Ave(until Bollinger)and Blaney Ave to the corridors Blaney and Miller are included on the HIN corridor. Ranked as K and O respectively as shown in Figure 12 and included in the recommended project list. 3 Remove the"toolbox"altogether The toolbox is an integral part of the Plan to provide guidance in selecting strategies 4 Regarding the ongoing projects:provide checkmarks with more granular assessment R=Recommended(no city plans), Project phases are constantly evolving. The Plan is F=feasibility/concept funded,D=design funded,C=construction funded with an indication of the coverage(e.g.which intended to be a guide. Individual project statuses can be section of which corridor is covered by the aforementioned checkmarks). found in other documents such as the City's CIP dashboard. 5 Add speed reduction measures to all corridors Added to Action Items in theVision Zero Task Force: Strategies and Assessment section,including Monitoring Speed Limits with continuous and regular Speed Surveys as per AB43(A.S).Unsafe Speeding is also listed as a Collision Profile and a list of speed safety-related countermeasures are listed in the toolbox. 6 Define a plan with target timeframe for the City to pass a complete streets ordinance City currently has a Complete Streets Policy. An ordinance will be enacted with the upcoming Active Transportation Plan as part of the City Work Program 7 Add quick build protected bike lanes(bollards)wherever possible(ex.:buffered bike lanes)-across the City,including, Added to Enhancement Street Layout&Management but not limited to the corridors described in the Vision Zero plan Section of Action Plan as B.3-Quick Build Demonstration Projects or Tactical Urbanism,and added protected bollards as a countermeasure S Restrict right turn on red and add pedestrian refuge islands to all major intersections with high pedestrian or cyclist No Right on Red and Pedestrian Refuge are included in our traffic on the corridors countermeasure toolbox.We have also listed an Action strategy-the Vulnerable Road User section of the Action plan proposes to prioritize completing projects with regards to turning vehicles at intersections-Turning Vehicles(D3). RTOR restrictions need to be evaluated on a case-by-case basis. These can cause congestion and frustration,resulting in a reduction in safety,if applied indiscrim�nantly. 9 The Title of the document should be Vision Zero Policy&Action Plan.The world Policy is missing from the Title page The document has been updated to read-Vision Zero and in the Letter from the City.Make this consistent throughout the document. Action Plan to be consistent with other cities 10 Letter from the City:The goal for achieving Vision Zero for Cupertino is set to 2040(16 years).Recommend to set the Remains-2040. While a worthy goal,this may not be Vision Zero goal for 2035(or-12 years). achievable with budgetary or resource constraints. Important to set a realistic goal 11 Vision statement last page:Fix typo Zero Deaths and Safe System.Incorrectly spelled as"Date"system Corrected 12 Page 3:The statement(The call out)"Over 65%of Cupertino population needlessly die every year..."this statement is Rephrased to read:Over 35,000 Americans die on kind of misleading at the first read,I understand that you want to highlight about overall US numbers and put Cupertino roadways in the U.S.each year,equivalent to 65%of population in perspective.However,I would recommend to consider rephrasing this statement. Cupertino's population 13 Define KSI before the first use of this acronym.Currently it is defined 20 pages later. Added to where it first appears in the document in the Introduction Chapter of the report 14 Plans and Policies chapter:Currently various plans and policies are listed in this chapter without any narrative or context Added an introductory section for this chapter as why these are listed here and how these are related to Vision Zero Policy.Provide the context and explain how these are related to Vision Zero with respect to the City of Cupertino.Otherwise,these could be moved to an Appendix the end and provide any references in the body of text where needed. 15 Plan reorganized to clarify sections The chapters need to be organized as two sections first Cupertino Vision Zero Policy that describes the Policy clearly.The second section Cupertino Vision Zero Action Plan should clearly articulation how we plan to accomplish the the policy goals.Currently this is not coming out clearly for the reader.For example,some of the chapters in the policy(for e.g. recommended projects)looks,like should be part of the Action plan.May be some chapters are just informational/references and does not belong to either policy or action plan,in which case those chapters could be moved to an appendix and those could be referenced appropriately from the body text in Policy or Action plan sections. 16 We have chapters on Tools(box)and profiles.However,it is not clearly articulated how the City intends to accomplish We have provided short,mid and long-tern action items in the Vision Zero goal in 15 years.The separate section on Vision Zero Action Plan should start by highlighting the action the Action Plan that give a timeframe that the City intends to take to accomplish the City's Vision Zero goal.Then get into different chapters describing such actions.Currently there are list of chapters with different kind of information without clear articulation of the actions that the City needs to take. 17 In Recommended projects,I guess this part of the Vision Zero Action Plan to bring the KSI goals on high injury corridors Paragraph has been added before the recommended by certain time frame.If so,this should be clearly stated at the beginning of the chapter as to why these projects are projects. recommended, and what are expected outcomes.The goals and expected outcomes should be defined,so the Vision Zero task force can benchmark the projects after implementation to evaluate(before and after)if those expected outcomes were accomplished due to those investments.If not they can recommend course corrections. 115 BPC 06-13-2024 116 of 120 nor Vision Ze # Comments City Response 18 In the Action Plan chapter.List down at a high-level summary of all the actions that the City Intents to take to Action Plan includes recommendations related to all E's. accomplish Vision Zero Goal.Then get into list of recommended projects and expected outcomes as one of the chapters. Currently this reads as if the Action plan is all about infrastructure improvements on high injury corridors.However,the Action plan should be much more comprehensive that includes 5 Es. 19 Quick Build program.One of the actions in the action plan should include Quick build program,some of the Vision Zero Added to B.3 of the Action Plan as Quick Build cities are following this approach with constrained budget and restricted timeline to accomplish Vision Zero.Hence Demonstration or Tactical Urbanism recommend to include this in the action plan. 20 Schools&other critical areas in the City that need attention.In addition to improving the safety on High injury corridors, Included as implementable actions D.6 and D.8 in the the City of Cupertino VZ Action plan should also include improving safety around targeted School zones as part of Action Plan Also addressed as a general statement to Vision zero.This is important as the community to feel safe for children walking and biking to school. maintain a Safe Routes to School program. Specific measures are outside the scope of the current effort and should be left to the SR2S program to define. 21 Part 2 of the above comment is applying specific safety improvement/recommendations to critical areas such as near All these countermeasures have been included in the DeAnza college or near shopping areas,and some of the busy residential areas near large/mega projects or closer to toolbox,collision profile,and the Action Plan We have also freeway entrances. Mitigation measures could include speed management,improving intersection signaling,applying covered technology in the Transportation Technology technology to improve safety,better visibility at cross walks near intersections,etc., chapter of the report.Vision Zero is intended to focus on High KSI corridors and intersections,not subjectively defined critical areas. This comment is better addressed through ATP development 22 VZ Task Force.It is critical to establish a VZ task force with stakeholders across as noted in A.1.This needs more Task force workplan,goals and actions clarified explanation on the role and importance of the task force.Why VZ cities are forming such task force to monitor the VZ program,review the collected data periodically,evaluate the outcomes of implementations,and make recommendations for course correction to accomplish the goals. 23 As part of the VZ Action plan,Summarize/articulate the Goals clearly,provide measurable metrics,and indented timeline We have provided action items with a defined timeframe to accomplish the stated goals. and performance measure which can be used as metrics to evaluate progress 24 We can also look at the neighboring Cities like Fremont that have been successful in implementing VZ to take the Noted. Plans from adjacent cities have been researched. leamings from them.We can also invite staff from one or two cities about their key leanings to speak at the next BPC meeting in May.This would help bringing the community along on the Vision. 25 Blaney Ave and Bubb Ave should be considered as key corridors due to the high volume of students who commute there Blaney and Bubb are included on the HIN corridor.Ranked to Lawson,Eaton,Collins,Lincoln,Kennedy,Monta Vista. as K and H respectively as shown in Figure 12.Areas in the immediate vicinity of schools will be addressed in the Safe Routes to School Program 26 Strongly encourage that we revisit lowering speed limits. Added to Action Items in theVision Zero Task Force: Strategies and Assessment section,including Monitoring Speed Limits with continuous and regular Speed Surveys as per AB43(A.8).Unsafe Speeding is also listed as a Collision Profile and a list of speed safety-related countermeasures are listed in the toolbox. 27 The Wolfe project should extend to include Miller. Done 28 Consider incorporating mention of tactical urbanism experiments as a low-cost,iterative way to pilot different safety Added to Enhancement Street Layout&Management interventions.This is in line with our budget constraints and can allow for a more participatory experience for Section of Action Plan as B.3-Quick Build Demonstration community members to get involved with proposing and implementing changes. Projects or Tactical Urbanism 29 Data collection/reporting:encourage more methods for community members to report problem areas that need to be Added to Vision Zero Program:Strategies and Assessment addressed.Technology/data solutions should still respect people's digital privacy and not be used to surveil people in an Section of Action Plan under the Data Collection and oppressive or discriminatory manner. Program Evaluation Section as Community-Based Safety Reporting System/Tool(A.10) 30 For promoting transit:encourage transit-oriented infrastructure such as transit islands and bulbouts to minimize the need Included in the transit safety section of the Toolbox,and for buses to pull in and out of traffic.Additionally,advocate for VTA and related jurisdictions to implement an ordinance included in the Action Plan under the Cultivating a Positive for vehicles to yield to buses merging back into traffic(see British Columbia Section 169.1).Additionally,adding transit Road User Behavior-Providing Alternatives to Driving improvements will generally increase appetite for the public to take it;increasing transit ridership would lead to a Section called Incentive&Prioritize Transit Use(C.6) virtuous cycle that enables us to invest even more into growing a robust transit network. 31 Related to transit:I oppose the inclusion of explicit support for personal rapid transit(PRT)and self driving cars as a Noted. We have included language in the Partnership solution.This is contradictory to climate goals as it does not take cars off the road and will continue to increase our section of the report that pertains to Collaborating with overall energy and material consumption.Beyond that,from a transportation safety perspective,having numerous transit agencies and how it could benefit Vision Zero independently moving vehicles introduces more points of failure into the transportation system,which increases risk of KSIs.Put plainly,if we do end up having self driving cars on the road,any malfunction in the system-whether an individual car or even the entire network-can lead to a cascade of crashes.We should be encouraging mass transit (buses,trains,light rail,etc.)that reduce the total number of vehicles on the road to reduce overall likelihood of crashes/ incidents happening.If we do include mention of PRT or self driving cars,I strongly ask that we include a caveat that public,mass transit be prioritized over individualized,personal transportation solutions. 116 BPC 06-13-2024 117 of 120 nor Vision Ze # Comments City Response 32 Speed Limit Reduction—At a macro level I believe the plan needs to utilize speed limit reduction and speed limit Added to Action Items in theVision Zero Task Force: enforcement as tools to achieve the Vision Zero goal. Seventy plus percent of Cupertino's KSIs from 2011 to 2012 have Strategies and Assessment section,including Monitoring occurred on 7 top High Injury Corridors. Currently,all 7 corridors have the same two speed safety improvements: Speed Limits with continuous and regular Speed Surveys as -Recommendation for DynamicNariable Speed Warning Signs per AB43(A.8). Unsafe Speeding is also listed as a -Pavement friction improvement using High Friction Surface Treatment(HFST) Collision Profile and a list of speed limit reduction and I don t believe these recommendations are nearly sufficient to reduce speeds. I think what is required are speed limit speed safety-related countermeasures are listed in the reductions along with appropriate enforcement mechanisms such as automated speed enforcement and high visibility toolbox and Action Plan. The City regularly conducts enforcement. There should be a"speed limit reduction'tool included in the speed management toolbox,which should speed studies along its corridors to lower speed limits, be utilized on these corridors and elsewhere in the city as deemed necessary. These tools low cost and effective. specifically in areas that maybe prone to traffic safety European countries implementing Vision Zero programs have had substantial reductions in fatalities in the range of 50 concerns. percent. In the United States,the Vision Zero programs have had limited to no success. One significant difference is that European countries have adopted widespread speed reduction programs. Speed limit reductions in the United States are controversial. However,the guiding principles that are presented early in the plan include the two regarding speed and safety (highlight added). I believe these two principles form the foundation of a solid Vision Zero plan and should be followed 33 Expansion of Wolf Road HIC Corridor to Include Miller Road—Wolf and Miller Roads should be analyzed as one The study area has been extended to include Miller Road corridor. Particular focus should be on the segment of Miller Road from Stevens Creek Blvd to Calle de Barcelona. This segment,which has two lanes each way,has no bike lane and relies on sharrows in the right car lane. The current speed limit is 35 mph. I would recommend removal of parking and installation of a bike lane along with a reduction in the speed limit. 34 Provide Recommended Approach To Reduce KSIs Outside the Top 7 HICs—The plan does not provide any Countermeasure toolbox and Action Plan strategies are recommended methodology for reducing KSIs in the remainder of the city outside of the 7 HICs. To achieve Vision Zero intended to be applied citywide to reduce KSI's. the plan should provide solid recommendations as to how this could be achieved. One approach is to introduce the "Twenty is plenty"program in the plan Neighborhoods should be allowed to adopt a 20mph speed limit in their neighborhoods. Europe has a similar program,but the speed limit is 30 km/hour(19 mph). 35 Bollard Installation—"Bicyclist Safety"toolbox should include a separate icon for installation of plastic bollards. The Countermeasure added to the Bicycle Safety Toolbox "protected bikeways'icon must not include these because the cost and complexity are rated as high—bollards are not expensive by comparison. Recommended Projects The countermeasure toolbox is intended to be applied to Overall the recommended projects do not list any innovative improvements,and tend to be non-specific.The analysis of the recommended projects as appropriate,considering the each road corridor does not dive into the root causes of the accidents at a particular location,but rather recommends locations,trends and types of crashes documented for each 36 standard remedies in a superficial manner. The advice given in the report is like being told to provide first aid if you find location More detailed improvement recommendations someone injured. It is true,but it is not actionable. will be addressed in the Active Transportation Plan Eliminate check marks,be more specific about locations Project phases are constantly evolving. The Plan is Many of the recommended improvements for these projects show a check mark(✓)which indicates that this intended to be a guide. Individual project statuses can be improvement is in process.Unfortunately,this is frequently not true or misleading.Not only often are these found in other documents such as the City's CIP dashboard, improvements unapproved concepts,but many of those are only for segments of the road,not even in the areas where or project-specific websites as noted in the comment. the majority of the KSIs occurred.The recommended improvements in the Recommended Projects need to be more specific about what stage a proposed improvement is in,on what stretch of the road it is planned,and where no improvements have been considered yet.Eliminate the check marks. The information on planned road improvements is available publicly(or is available from city transportation staff)and should be included in the report.I personally found the information on the county Homestead Road project with a simple 37 google search and found exactly where the Class IV lanes(indicated by a check mark in this study that they were in progress for the road)where going to be on Homestead.They are only planned for a short stretch in two places on Homestead.A large percentage of the KSI's are on Homestead at the DeAnza intersection—where the Class IV bike lanes are not planned. Further,there is no reason not to include at what stage these improvements are.There is a big difference between an improvement that is in the concept stage—with many approvals and funding to pass before construction—and one that is already in construction.Again,this information is easily available publicly and should be included in the report. Miller Avenue should be a part of the Wolfe Road Recommended Project Done One of the recommended projects is for Wolfe Road,but ignores that Wolfe Road becomes Miller Avenue without interruption,a four lane road which continues through Cupertino past Stevens Creek Boulevard to Bollinger.If the KSIs 38 for Miller were combined with Wolfe they would be to the same level as they were for North and South Stelling which is a parallel stretch of the same length.Miller Avenue needs to be added to the Wolfe Road Recommended Project. Lack of significant Speed Reducixiry improvements on Recommended Projects Added to Action Items in theVision Zero Task Force: The recommended improvements do not encourage speed reducing measures on roads despite their prevalence as the Strategies and Assessment section,including Monitoring cause of the KSIs.There are many other methods not considered,including making changes to lane configuration,traffic Speed Limits with continuous and regular Speed Surveys as calming measures,lowered speed limits with automatic speed enforcement,raised intersections,changes in road texture, per AB43(A.8). Unsafe Speeding is also listed as a and narrowing lanes.None of these are listed in the recommendations except high friction pavement,which is most Collision Profile and a list of speed limit reduction and 39 effective only on curves,and speed monitoring signs.There's no mention of a city-wide ordinance to reduce speeds.The speed safety-related countermeasures are listed in the recommendations for speed reducing measures should be updated and enhanced before approval. toolbox and Action Plan. The City regularly conducts speed studies along its corridors to lower speed limits, specifically in areas that maybe prone to traffic safety concerns. 117 BPC 06-13-2024 118 of 120 Vision Ze S Comments City Response The list of Recommended Projects are on obvious high volume corridors,and do not address the 30%of KSIs elsewhere Countermeasure toolbox and Action Plan strategies are in the ci intended to be applied citywide to reduce KSI's. The list of Recommended Projects do not address other areas which show KSIs than the obvious high volume streets. 40 These high volume streets have already been identified as areas to address in the 2016 Bike Plan,the 2018 Ped Plan,and last year's LRSP. Some of the places where KSIs occurred elsewhere are obviously closely linked geographically and could be grouped by use,most likely by students or on a regular commute path.An analysis of how the 30%other KSIs could be linked and what improvements could be made should be part of the report. Lack of any analysis on high-accident intersections. We have identified pedestrians and bicyclists as being most Intersections are where pedestrians,cyclists,and motorists face the most risk,as shown by the KSI data here in Cupertino vulnerable and intersections being unsafe as one of our top and across the U.S.Specific intersections such as DeAnza/Homestead,DeAnza/Stevens Creek, and Blaney/Stevens Creek collision profiles.Appropriate countermeasures for the should have their own analyses.The recommended intersection changes(listed under each corridor project)in the report same are listed for each of the profiles.The high-injury are non specific.For example,below in Figure 1 is a sample of how Fremont is changing one of its intersections: intersections have been identified along the corridors as well.All the countermeasures listed are included in the 41 None of these improvements which will make a significant improvement to safety are mentioned in the report for the Toolbox and the Active Transportation Plan will detail the corridors,including tighter turning curves,elevated protected bikeways,connections to Class I trails,wider paths for recommendations for individual intersections and pedestrians to wait,pedestrian refuge islands(not shown here)or frontage roads with connector paths. A report corridors,which is beyond the scope of the current effort. that is planned to reduce deaths and KSIs for all transportation users should be a reasonable blueprint for how to do that at our intersections. Ouick build fixes Added to Enhancement Street Layout&Management 42 The report does not consider ideas that could be implemented quickly,such as bollards where there are already buffered Section of Action Plan as B.3-Quick Build Demonstration bike lanes or in front of schools,or reducing speed limits and adding inexpensive drop-in infrastructure to support them. Projects or Tactical Urbanism Recommended General Plan Updates Guidance for General Plan updates has been included. The report uses boilerplate encouragement(used for all cities' Vision Zero plans)instead of making specific Speed-reduction measures are listed in the toolbox. The recommendations for Cupertino that would be useful to reduce our KSI's. Some examples of this are: City current has a Complete Streets policy and resolution, and an ordinance will be proposed with the Active •Add an ordinance,like San Jose,that whenever a street is'touched'for paving or other improvements,it is evaluated for Transportation Plan Development of an Active Complete Streets best practices.Easy and inexpensive items are implemented easily,such as painted/buffered bike lanes, Transportation Plan and a community-based accident bollards,etc.Concepts are made for further improvements. reporting system has been included in the Action Plan. -Add a speed reduction ordinance city-wide for major thoroughfares,places where speeding is prevalent,and near 43 schools and senior residential facilities.There are traffic calming measures that can naturally enforce this. -Create a comprehensive Bicycle-Pedestrian Plan or Complete Streets Plan for the city.The ones we have are out of date, and have conflicting levels of priorities.If this had been done already,then there would not be such a push to approve the Vision Zero plan in its current state. *Find a way to report accidents other than via the police,such as through a city-sponsored app.Make it easy for residents to use.(One idea is to have the Cupertino Hackathon develop this.)This would provide a reasonable way to track progress in improvements quickly,instead of waiting for another 10 years of data. Other issues 44 There are many other issues with the report. I mention two here that are particularly concerning. Countermeasures Toolbox The efficacy of a countermeasure is based on the expected A major concern is the countermeasures toolbox and its ratings.The ratings seem arbitrary,especially efficacy,and at safety benefits,determined through research and industry times unrelated to the latest studies or costs.No data is shown to demonstrate the ratings are accurate.One example is standards. Ratings are intended as a general guide only the efficacy rating of three blocks shown below in fig 2. ALLU sam�e`effk.acym A two-stage bicycle turn box and a training manual is rated as highly as protected bike lanes.Many cyclists do not even The efficacy of a countermeasure is based on the expected understand how to use a two-stage bicycle turn box.To claim these three items have the same efficacy does not seem safety benefits,determined through research and industry reasonable or likely. standards. Ratings are intended as a general guide only The cost ratings also do not match real-world use.One example how some projects can be combined(going from a buffered bike lane to a protected bike lane can be very reasonable,depending on the intersection treatment)or the use of drop-in items such as speed tables that require no concrete work.There's no discussion of what is a one-time cost and what(like Safe Routes to School)requires ongoing expenses. 118 BPC 06-13-2024 119 of 120 nor Vision Zer # Comments City Response Student Safety Teenagers biking around schools and parks have been A last concern is that student safety seems to be given short shrift.Most of the corridors in the recommended projects are identified as a top collision profile in the Report.A detailed avoided if at all possible by students,and only used if not.DeAnza,other than the crossing at Mariam,doesri t have list of projects around schools would be identified in the student use at all.There's only two recommendations in all the projects for students:high visibility crosswalks,and traffic Safe Routes To School Program. safety classes.This seems inadequate considering these are our most vulnerable residents,and one of them(high visibility crosswalks)seem to be already in most of these locations. Please remember that not everyone can ride bicycles and walk. Noted My husband,Jonathan has multiple sclerosis and is very disabled. Due to the disability,he needs a ride to go to any appointments including medical appointments in a car. Excessively long wait time at traffic lights,when there are no cars,no pedestrians,can cause undue delays to get to medical appointments. 45 Please set up sensors on the roads,so when there are no cars and no pedestrians,traffic lights should tum green. Also,it is important to make sure that bicyclists and pedestrians adhere to traffic laws and safety. We frequently see bicyclists and pedestrians ignoring basic traffic rules and safety. So it is not only cars go fast,but very often bicyclists going excessively fast and refused to slow down,let alone stop at the crosswalks and intersections. I would like the City to seek grant funds for pedestrian under-crossings for the Stevens Creek Trail at the vehicular Will be covered in ATP/Bike Plan 46 bridges at McClellan Rd and Stevens Creek Boulevard. These are currently extremely dangerous routes for school kids going to Kennedy Middle School and Monta Vista High School and they could be made safe with under-crossings. Comments are provided in the pdf.Please see the attached pdf named"Draft Vision Zero Action Plan Tiffany Addressed and Incorporated in the report as appropriate 47 Hudson 2024.04.02"to the email. 119 BPC 06-13-2024 120 of 120 12 CITY OF CUPERTINO CUPERTINO Agenda Item 24-13229 Agenda Date: 6/13/2024 Agenda M 3. Subject: Staff update and Commissioner Activity Report (All) Receive updates from staff and Commissioners regarding recent activities CITY OF CUPERTINO Page 1 of 1 Printed on 6/6/2024 powered by LegistarT"120