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CC 09-03-2025 Item No. 18 Stevens Creek Blvd Corridor Vision Study_Written Communications_3CC 09-03-2025 Item No.18 Stevens Creek Blvd Corridor Vision Study Vice Mayor Moore's Slides Written Communications KM Research on Stevens Creek Blvd Vision Study VTA’s Role and Responsibilities •The Santa Clara Valley Transportation Authority (VTA), as the designated Congestion Management Agency (CMA) in Santa Clara County •Leads the county’s Congestion Management Program (CMP) in accordance with California Statute, Government code 65088. •The CMP’s goal is to develop a transportation improvement program to improve multimodal transportation system performance, land use decision -making, and air quality among local jurisdictions. •Source: https://www.vta.org/sites/default/files/2022-01/2021CMPDocumentV2_Reduced.pdf Presentation overview •Needs analysis topics •What is Cupertino already implementing? •Traffic Counts •Land use/Community College data •Current Conditions •Cost-benefit issues •How is VTA Light Rail performing •How is VTA performing per State Auditor •Impacts to Sales Tax Revenue •What are the Vision Study obligations •VTA Board Actions •Lack of collaboratively seeking input •Proposed Resolution Modifications Citywide Active Transportation Plan The Cupertino Active Transportation Plan (ATP) aims to enhance the City's transportation infrastructure by promoting and faci litating active transportation modes, such as walking and bicycling, for all ages and abilities. The project will review existing infrastructure, policies, and community n eeds associated with bicycling and walking.This analysis will involve data collection and close community engagement with diverse stakeholders, including local businesses, schools, a nd community organizations. Status: Active Stevens Creek Boulevard Corridor Vision Study The Vision Study is a collaborative multi -jurisdictional two-year project that builds on prior transportation planning initiativ es to establish a unified vision for the future of the corridor. Its goal is to align the shared values and priorities across the corridor, ensuring that future transportation inve stments are well-coordinated across San José, Santa Clara, Cupertino, the County, and VTA. Status: Active Foothill Expressway Multimodal Feasibility Study This is a Santa Clara County project to study the feasibility of implementing a Class I mixed -use path along Foothill Expressway and Junipero Serra Boulevard, from Alpine Road/Santa Cruz Avenue in San Mateo County to Cristo Rey Drive/Starling Drive in Cupertino. Status: Active Vision Zero Action Plan and Collision Dashboard On July 9, 2024, the Cupertino City Council unanimously voted to adopt the Cupertino Vision Zero Action Plan. This Plan guide s policies and programs with the goal of eliminating fatalities and severe injuries on Cupertino roadways by 2040 for all roadway users, including those who walk, bike, drive, ri de transit, and travel by other modes. Vision Zero programs prioritize safety over other transportation goals, acknowledge that traffic fatalities and serious injuries are prev entable, and incorporate a multidisciplinary Safe System approach. Status: Completed in 2024 Local Roadway Safety Plan The City of Cupertino's Local Roadway Safety Plan (LRSP) identifies traffic safety improvements throughout the City for all m odes of transportation and for all ages and abilities for the purpose of reducing fatal and severe injury collisions. Status: Completed in 2023 Cupertino has been actively working on many multi -modal Transportation Plans, but has no post-Covid regional vehicular counts. What are traffic conditions on Stevens Creek Blvd. in Cupertino like? •No average daily traffic counts to determine need of one corridor over another •No SV Hopper data on SCB •No TDM Monitoring report of Apple private bus ridership •No report of other ride sharing services •By observation can tell that SCB is less congested than Lawrence Expressway, I -280, or SR-85 Views of Stevens Creek Blvd. San Jose/Santa Clara facing East SCB in SJ/SC facing east. Auto drop off typical SCB EB east of San Tomas Expwy. Car Dealerships continue SCB EB, East of Ardis Ave. SCB EB, Santana Row Notice median trees, no on street parking West San Carlos EB at I-880/17 offramp Median trees, no on street parking West San Carlos EB at Dana Ave Median trees, on street parking, Auto Sales West San Carlos EB at around where the eastern terminus would be Westbound Stevens Creek Blvd. at Lawrence Expressway WB SCB at I-280 WB SCB approaching Tantau Ave. WB SCB approaching Miller Mature median trees, protected bike lanes WB SCB west of Blaney Ave. WB SCB west of Blaney Ave. SB SCB approaching De Anza Blvd. Newly replanted median with Oak trees WB SCB west of DA Blvd. Median with power lines, fencing, plantings WB SCB at the Cupertino Sports Center Median with power lines, fencing, planting, trees. What stood out in the screenshots? •Light traffic - points to the importance of having data •Stevens Creek Blvd. in Cupertino and West San Carlos St. both have extensively planted medians with trees •SCB in Cupertino has no on street parking until west of SR -85 •SCB in Santa Clara/San Jose has a center median turn lane and auto dealerships beginning west of Lawrence Expwy. to near Santana Row. The center turn lane is used for vehicle unloading for dealerships. •SCB in Santa Clara/San Jose has on street parking for most of the street except for the Santana Row/Valley Fair Mall area. •With the wide street, on-street parking, median turn lanes, areas of SCB would be more welcoming with trees and other amenities. •Public art is more noticeable along SCB in Cupertino. •Cupertino is farther ahead in implementing bicycle and pedestrian improvements and general beautification. Available traffic counts place Stevens Creek Blvd. as third heaviest traveled street. Traffic counts from pre -pandemic Indicated significantly more traffic on De Anza Boulevard through the city. All segments of De Anza Boulevard Had heavier traffic than any portion Of Stevens Creek Blvd. Wolfe Road between Homestead Rd. And Stevens Creek Blvd. also had Heavier traffic than any portion of Stevens Creek Blvd. What transit systems does Cupertino have? •Apple HQ TDM Shuttle system between buildings and across the Bay Area – private system for employees, no constrained routes. Acknowledge this significant program paid for with private funds. •VTA bus lines on specific routes, while they could move, various housing laws tie to the locations, movement is not in the foreseeable future •Silicon Valley Hopper serving and funded by a grant shared between Cupertino and Santa Clara, no constrained routes for travel within these two cities with added stops at Caltrain and Kaiser. Grant funded. •Uber/Lyft private ride service, no constrained routes •RYDE – WVCS and Saratoga Senior Coordinating council, no constrained routes •Foothill De Anza inter-campus shuttle (new contract, may not have started?), route between De Anza College, Sunnyvale Satellite Campus, and Foothill College What was included in Apple’s negotiated TDM? While there are no publicly available TDM monitoring reports available, teleworking has likely resulted in surpassing the targets. TDM Measure Description Mode Shift Target Reduce SOV use from 72% → 66% during peak (34% alt modes) Shuttle Expansion Broader commuter & intra-campus shuttle service Transit & Bike Subsidies $100 transit, $20 bike per employee per month Amenities Bike-sharing, lockers, showers, racks, pumps Parking Control & Off-site Mitigation Limited spaces, parking sensors, traffic impact improvements Monitoring & Penalties 15-min interval traffic counts, 10-year period, up to $5/trip fines Where do De Anza College Students reside? How do De Anza students access courses? 12,441 Online 6,606 Hybrid (in person/online) 6,202 Face to Face (in person) total headcount = 16,478 (total is less than sum because students may be taking a course in either of the 3 modes) source: https://deanza.edu/ir/research/enrollment/Enroll mentComparisonReportWinter2024.pdf De Anza Headcount by Zip Code What Community College Districts are De Anza students from? •De Anza students live within the San José Evergreen Community College District (CCD) boundaries (30%), while •23% come from the West Valley/Mission CCD, •17% are from the De Anza service area, •4% are from the Foothill service area, and •2.4% are from the Gavilan Joint CCD •76.6% total headcount from these districts 30% of total students from Evergreen College District 23% of total students from West Valley/ Mission College District 17% of total students from De Anza service area and 4% are from the Foothill service area 2.4% of De Anza students are from the Gavilan CCD (South County) VTA Bus lines 523 and 23 serve Stevens Creek Blvd. Ridership across SCB in Cupertino: 1,690 Boardings, 1,630 Alightings (includes Homestead #s) De Anza College Boardings/ Alightings < 400 passengers per day What fiscal impacts could drastically altering the streetscape have on San Jose? Revenue drop. There are 10+ auto dealerships and 5+ parts dealers on SCB in SJ. SJ had $2.7 B Food/ Drink & $2.1 B in taxable Motor Vehicle and Parts Dealerships sales ’24 source: CDTFA Taxable Sales - Cities by Type of Business (Taxable Table 4) Calendar Year City Business Group Code Business Type Number of Outlets Taxable Transactions Amount 2024 San Jose C01 Motor Vehicle and Parts Dealers 485 $ 2,121,442,248 2024 San Jose C02 Home Furnishings and Appliance Stores 684 $ 1,835,299,061 2024 San Jose C03 Building Material and Garden Equipment and Supplies Dealers 290 $ 1,131,729,568 2024 San Jose C04 Food and Beverage Stores 774 $ 687,021,764 2024 San Jose C05 Gasoline Stations 208 $ 1,147,072,231 2024 San Jose C06 Clothing and Clothing Accessories Stores 1941 $ 1,145,979,627 2024 San Jose C07 General Merchandise Stores 511 $ 1,604,986,597 2024 San Jose C08 Food Services and Drinking Places 3089 $ 2,718,786,494 2024 San Jose C09 Other Retail Group 5495 $ 4,609,261,780 2024 San Jose CTR Total Retail and Food Services 13477 $ 17,001,579,370 2024 San Jose OTH All Other Outlets 10061 $ 5,694,367,542 2024 San Jose TTL Total All Outlets 23538 $ 22,695,946,912 Establishments may be skipped entirely – no parking/no nearby stop What impacts could drastically altering the streetscape in Santa Clara result in? Motor Vehicle and Parts Dealers #1 taxable transactions followed by Food Services/Drinking Places. 10+ Auto Dealerships on SCB in SC. Removing parking/few stops will impact revenue. Taxable Sales - Cities by Type of Business (Taxable Table 4) Calendar Year City Business Group Code Business Type Number of Outlets Taxable Transactions Amount 2024 Santa Clara C01 Motor Vehicle and Parts Dealers 166 $ 748,362,788 2024 Santa Clara C02 Home Furnishings and Appliance Stores 170 $ 143,055,968 2024 Santa Clara C03 Building Material and Garden Equipment and Supplies Dealers 42 $ 130,996,475 2024 Santa Clara C04 Food and Beverage Stores 122 $ 97,679,590 2024 Santa Clara C05 Gasoline Stations 30 $ 179,606,931 2024 Santa Clara C06 Clothing and Clothing Accessories Stores 185 $ 69,336,954 2024 Santa Clara C07 General Merchandise Stores 68 $ 284,768,601 2024 Santa Clara C08 Food Services and Drinking Places 562 $ 634,408,387 2024 Santa Clara C09 Other Retail Group 884 $ 118,002,677 What impacts could drastically altering the streetscape in Cupertino result in? High Capacity, few-stop transit may bypass local businesses entirely. Revenue drop. Taxable Sales - Cities by Type of Business (Taxable Table 4) Calendar Year City Business Group Code Business Type Number of Outlets Taxable Transactions Amount 2024 Cupertino C01 Motor Vehicle and Parts Dealers 7 $ 2,029,159 2024 Cupertino C02 Home Furnishings and Appliance Stores 56 $ 143,434,537 2024 Cupertino C03 Building Material and Garden Equipment and Supplies Dealers 25 $ 25,820,853 2024 Cupertino C04 Food and Beverage Stores 37 $ 43,818,716 2024 Cupertino C05 Gasoline Stations 18 $ 69,621,418 2024 Cupertino C06 Clothing and Clothing Accessories Stores 124 $ 52,205,338 2024 Cupertino C07 General Merchandise Stores 32 $ 37,538,317 2024 Cupertino C08 Food Services and Drinking Places 210 $ 266,714,476 2024 Cupertino C09 Other Retail Group 420 $ 37,247,845 6.1 Project is already included in Plan Bay Area 2050+ at $2.8B with no needs assessment, Cost-Benefit Analysis or prioritization by VTA How is the Light Rail System performing? FY 25 Goal: 23,000 Avg. Weekday Boarding Riders FY 25 Q2 Actual: 15,712 Has not recovered to pre- Covid levels Source: Stevens Creek Corridor Vision Study December 2024, http://santaclaravta.iqm2.com/Citizens/FileOpen.aspx?Type=4&ID=13376&MeetingID=4346 MTC Plan Bay Area 2050+ •https://mtc.ca.gov/sites/default/files/meetings/attachments/6184/9avii_24_1550_Updated_Handout_Attach ment_F_Transportation_Project_List.pdf •https://mtc.ca.gov/sites/default/files/documents/2025 - 06/PBA_2050_plus_Final_Blueprint_Compendium_061125.pdf •The plan does not represent a commitment of funding by any level of government for any particular strategy or project •https://planbayarea.org/sites/default/files/documents/Amended_Plan_Bay_Area_2050_Transportation_Proje ct_List.pdf Light Rail for $2.83 Billion planned in the Amended Plan Bay Area 2050, without Cupertino’s Legislative Body (Council) approval, technical analysis, needs assessment, or cost benefit analysis. On May 1, 2025, the VTA Board of Directors Approved the SCC Vision Study with no Cupertino Board Representation, no input from the Cupertino City Council, no regional needs analysis, and no cost- benefit Analysis. •https://www.vta.org/sites/default/files/2025-02/vta-overview.pdf Comments from the State Auditor Report on VTA •“VTA Did Not Perform Cost -Benefit Analyses When It Planned Two Major Capital Projects” - CA State Audit June 11, 2024 Source: 2023 -101 Santa Clara Valley Transportation Authority “Improvements Are Necessary to Strengthen Its Project Management and Financial Oversight” Published: June 11, 2024|Report Number: 2023 -101 •https://www.auditor.ca.gov/reports/2023 -101/ Criteria Needs Analysis Cost-Benefit Analysis Purpose Is the project necessary?Is the project worth it? Focus Travel demand, system gaps, problem severity Costs vs. quantified benefits Outcome Justification for studying a solution Decision to build, delay, modify, or cancel Required for Funding?Often part of early planning (yes)Required for federal/state grants (always) Type Descriptive (defines problems)Evaluative (measures value of solutions) Why Both Matter •A needs analysis without a CBA can lead to projects that are justified but wasteful. •A CBA without a needs analysis risks evaluating the wrong solution to the wrong problem. •Together, they ensure public funds are spent wisely, fairly, and effectively. Suggest Process Improvements: Encourage the VTA BOD to prioritize projects based on regional needs, cost-benefit analysis, and funding. Consult with the cities prior to approving studies which impact them. VTA and the BOD need to follow the 2024 State Auditor recommendations and conduct cost -benefit analyses Request VTA to provide traffic data and land use growth patterns from the CMA reports if available. Where is significant county growth occurring? Take care in any future collaborations to ensure the scope is thoughtfully aligned with cities’ needs, wants, and budgets. Options: modify the Resolution and bring it back to Council or accept a modified Resolution in the Agenda Packet •Accept the SCC Vision Study conditionally. •Acknowledge our wish to work collaboratively on data -driven, fiscally responsible infrastructure •Recognize all of the planning and implementation staff, especially Public Works has already done making Cupertino the leader in the corridor for safety and multi-modal transit. •Cupertino's support for future implementation efforts will be conditioned on: 1. Inclusion of a comprehensive regional travel demand and needs analysis; 2. Completion of a cost-benefit analysis, including local fiscal impacts for any high-capacity transit proposal; 3. Review of future transportation technologies (e.g., autonomous vehicles, microtransit); 4. Consideration of Cupertino’s existing flexible, unconstrained transit ecosystem; 5. Preservation of Cupertino’s corridor investments; 6. Full City Council review and approval of any implementation steps involving infrastructure or land use changes. •Clarify that nothing in this resolution shall be construed to express support for any specific infrastructure alignment, mode, or funding plan without the above conditions being met and subsequent Council review.