HomeMy WebLinkAboutBPC 01-29-2026 Searchable PacketCITY OF CUPERTINO
BICYCLE PEDESTRIAN COMMISSION
AGENDA
10185 North Stelling Road, Quinlan Conference Room and via Teleconference
Thursday, January 29, 2026
7:00 PM
Special Meeting
IN-PERSON AND TELECONFERENCE / PUBLIC PARTICIPATION INFORMATION
OPTIONS TO OBSERVE:
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, Conference Room, 10185 N. Stelling
Road.
2) Watch a live stream online at https://youtube.com/@cupertinocitycommission.
3) Attend in person at a remote Teleconference Location noticed pursuant to Gov. Code
54953(b)(2), which location, if noticed, would be stated on the cover page of this agenda.
OPTIONS TO PARTICIPATE AND COMMENT:
Members of the public wishing to address the Bicycle Pedestrian Commission may do so in
the following ways:
1) Appear in person at Quinlan Community Center, Conference Room, 10185 N. Stelling
Road:
A. During “Oral Communications”, the public may comment on matters not on the agenda,
and for agendized matters, the public may comment during the public comment period for
each agendized item.
B. Speakers are requested to complete a Speaker Card. While completion of Speaker Cards
is voluntary and not required to attend the meeting or provide comments, it is helpful for
the purposes of ensuring that all speakers are called upon.
C. Speakers must wait to be called and may begin speaking when recognized by the Chair.
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Bicycle Pedestrian Commission Agenda January 29, 2026
D. Speakers are limited to three (3) minutes each. However, the Chair may reduce the
speaking time depending on the number of people who wish to speak on an item. A
speaker representing a group of 2 to 5 or more people who are present may have up to 2
minutes per group member, up to 10 minutes maximum.
E. Please note that due to cyber security concerns, speakers are not allowed to connect any
personal devices to any City equipment. However, speakers that wish to share a document
(e.g. presentations, photographs or other documents) during oral comments may do so by:
a. E-mailing the document to bikepedcommission@cupertino.gov by 4:00 p.m. and staff will
advance the slides/share the documents during your oral comment.
2) Written communications as follows:
A. E-mail comments to bikepedcommission@cupertino.gov.
B. Regular mail or hand delivered addressed to the: Cupertino Bicycle Pedestrian
Commission, City Hall, 10300 Torre Avenue, Cupertino, CA 95014
C. Comments addressed to the Bicycle Pedestrian Commission received by 5:00 p.m. on the
day of the meeting will be included in written communications published and distributed
before the beginning of the meeting.
D. Comments addressed to the Bicycle Pedestrian Commission received after the 5:00 p.m.
deadline, but through the end of the Commission meeting, will be posted to the City’s
website by the end of the following business day.
3) Teleconference in one of the following ways:
A. Online via Zoom on an electronic device (Audio and Video): Speakers must register in
advance by clicking on the link below to access the meeting:
https://cityofcupertino.zoom.us/webinar/register/WN_naltCFJVQbKc6fpO8iF7zw
a. Registrants will receive a confirmation email containing information about joining the
webinar.
b. Speakers will be recognized by the name they use for registration. Once recognized,
speakers must click ‘unmute’ when prompted to speak.
c. Please read the following instructions about technical compatibility carefully: One can
directly download the teleconference (Zoom) software or connect to the meeting in their
internet browser. If a browser is used, make sure the most current and up-to-date browser,
such as the following, is used: Chrome 30+, Firefox 27+, Microsoft Edge 12+, Safari 7+.
Certain functionality may be disabled in older browsers, including Internet Explorer.
B. By Phone (Audio only): No registration is required in advance and speakers may join the
meeting as follows:
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Bicycle Pedestrian Commission Agenda January 29, 2026
a. Dial 669-900-6833 and enter WEBINAR ID: 847 6324 8036
b. To “raise hand” to speak: Dial *9; When asked to unmute: Dial *6
c. Speakers will be recognized to speak by the last four digits of their phone number.
C. Via an H.323/SIP room system:
H.323 Information:
144.195.19.161 (US West)
206.247.11.121 (US East)
Meeting ID: 847 6324 8036
SIP: 84763248036@zoomcrc.com
D. Online via the teleconferencing device (Audio and Video) being used to provide access
to the meeting from a remote Teleconference Location noticed pursuant to Gov. Code
54953(b)(2), which location, if noticed, would be stated on the cover page of this agenda.
a) Speakers are required to notify the City Clerk via email to cityclerk@cupertino.gov prior
to noon on the date of the meeting during which they plan to participate and comment from
the remote location noticed to ensure the City Clerk is prepared to accept their comment.
b) If the teleconferencing device malfunctions impeding access to the meeting from the
remote location, the speaker may alternatively participate via the other options for remote
participation provided above.
NOTICE AND CALL FOR A SPECIAL MEETING OF THE BICYCLE PEDESTRIAN
COMMISSION
NOTICE IS HEREBY GIVEN that a special meeting of the Bicycle Pedestrian Commission
is hereby called for Thursday, January 29, 2026, commencing at 7:00 p.m. in 10185 North
Stelling Road, Quinlan Conference Room, Cupertino, California 95014 and via
teleconference. Said special meeting shall be for the purpose of conducting business on the
subject matters listed below under the heading, “Special Meeting."
SPECIAL MEETING
ROLL CALL
APPROVAL OF MINUTES
1.Subject: December 17, 2025 Bicycle Pedestrian Commission minutes
Approve the December 17, 2025 Bicycle Pedestrian Commission
Minutes
A - Draft Minutes
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Bicycle Pedestrian Commission Agenda January 29, 2026
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.
OLD BUSINESS
2.Subject: Cupertino Active Transportation Plan
Review and Provide Feedback on Prioritized Project List for
Cupertino Active Transportation Plan
Memorandum
A - Revised Prioritization Criteria
B - Revised Program and Policy Recommendations
C - Project Impact Evaluation Guidelines
D - Project Effectiveness Guidelines
NEW BUSINESS
3.Subject: 2026 Bicycle Pedestrian Commission meeting schedule
Review the meeting schedule for 2026 (see Attachment) and
consider changes
2026 BPC Meeting Schedule
4.Subject: Election of the Bicycle Pedestrian Commission Chair and Vice Chair 2026
Elect the Chair and Vice Chair for the Bicycle Pedestrian
Commission for 2026
5.Subject: Review and Approve the Draft Bicycle Pedestrian Commission 2026 Work
Plan for a List of Potential Topics for Discussion at the Commission Meetings
Recommended Action: Approve the Draft Bicycle Pedestrian Commission 2026 Work
Plan
Draft Bicycle Pedestrian Commission 2026 Work Plan
STAFF AND COMMISSION REPORTS
6.Subject: Staff Update and Commissioner Activity Report (All)
Receive Updates from Staff and Commissioners Regarding
Recent Activities
FUTURE AGENDA SETTING
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Bicycle Pedestrian Commission Agenda January 29, 2026
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
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 City Council, Commissioners or 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 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.
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CITY OF CUPERTINO
Agenda Item
Subject: December 17, 2025 Bicycle Pedestrian Commission minutes
Approve the December 17, 2025 Bicycle Pedestrian Commission Minutes
CITY OF CUPERTINO Printed on 1/26/2026Page 1 of 1
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DRAFT MINUTES
CUPERTINO BICYCLE PEDESTRIAN COMMISSION
Wednesday, December 17, 2025
At 7:03 p.m. Chair Ilango Ganga called the Regular Bicycle Pedestrian Commission meeting to
order at the Quinlan Conference Room, 10185 North Stelling Road and via teleconference.
ROLL CALL
Present: Chair Ilango Ganga, Vice Chair Gerhard Eschelbeck, and Commissioners Munisekaran
Madhdhipatla and Hervé Marcy (arrived at the meeting at 7:06 p.m.). Absent: Joel Wolf.
APPROVAL OF MINUTES
1. Subject: October 15, 2025 Bicycle Pedestrian Commission minutes
Recommended Action: Approve the October 15, 2025, Bicycle Pedestrian Commission
Minutes
MOTION: Eschelbeck moved, and Madhdhipatla seconded to approve the October 15,
2025, Bicycle Pedestrian Commission minutes. The motion passed with the following vote:
Ayes: Ganga, Eschelbeck, Madhdhipatla. Noes: None. Abstain: None. Absent: Marcy, Wolf.
2. Subject: November 19, 2025 Bicycle Pedestrian Commission minutes
Recommended Action: Approve the November 19, 2025, Bicycle Pedestrian Commission
Minutes
MOTION: Eschelbeck moved, and Madhdhipatla seconded to approve the November 19,
2025, Bicycle Pedestrian Commission minutes. The motion passed with the following vote:
Ayes: Ganga, Eschelbeck, Madhdhipatla, Marcy. Noes: None. Abstain: None. Absent: Wolf.
POSTPONEMENTS – None
ORAL COMMUNICATIONS
San Rao expressed concerns regarding staff interactions related to bicycle rack contracts and
liability considerations.
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Bicycle Pedestrian Commission Minutes December 17, 2025
OLD BUSINESS – None
NEW BUSINESS
3. Subject: Tantau Ave/Forge Dr Traffic Signal (Dullu)
Recommended Action: Receive Presentation, Provide Input, and Recommend City
Council Approve Installation of Proposed Traffic Signal at the Intersection of Tantau
Ave/Forge Dr
Assistant Engineer Prashanth Dullu gave a presentation.
Commissioners asked questions, which staff responded to.
Chair Ganga opened the public comment period and, seeing no one, closed the public
comment period.
Recommendations included:
• Including software to adjust signal timing.
• Counting vehicles and pedestrians on an ongoing basis.
• Having a discussion with Apple about having vehicles exit via Forge Drive
instead of the Tantau Avenue driveway.
MOTION: Madhdhipatla moved, and Eschelbeck seconded to recommend that the City
Council approve the installation of a traffic signal at Tantau Avenue and Forge Drive to
enhance pedestrian safety, facilitate vehicle throughput, and improve operational
efficiency. The motion passed with the following vote: Ayes: Ganga, Eschelbeck,
Madhdhipatla, Marcy. Noes: None. Abstain: None. Absent: Wolf.
STAFF AND COMMISSION REPORTS –
4. Subject: Staff Update and Commissioner Activity Report (All)
Recommended Action: Receive Updates from Staff and Commissioners Regarding
Recent Activities
Transportation Manager David Stillman requested feedback on the 2026 Work Plan,
requesting Commissioners e-mail suggestions by January 14th. As a separate item, staff
will bring the CIP proposals for next year as well.
Commissioners asked questions, which staff responded to.
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Bicycle Pedestrian Commission Minutes December 17, 2025
FUTURE AGENDA SETTING –
• Cupertino Active Transportation Plan (January 2026)
• Vision Zero next steps
• CIP (February/March 2026)
• City Work Program (January- 2026)
• Torre Ave (February 2026)
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
• Examine Pedestrian Walkways for Safety
• Install Bollards at existing buffered bike lanes (Public Request)
• Path between Lincoln Elem and Monta Vista HS
• Speed Limits Studies
Projects
• Staff update on CIP Project updates (6 mo.)
• Tamien Innu
• Signaling Improvements
Education
• Adult Bicycle Education
• Impact of Semi-Rural Designation on Bike and Ped Projects/Priorities
• Bicycle and pedestrian safety
Miscellaneous
• Review Progress toward BPC Objectives & Grant Applications (6 mo.)
• Bike Rack Feedback and Safety
• Sidewalk Robotic Vehicles
• Inventory of Traffic Lights (triggering traffic light from a detector) – Staff update
• Pedestrian safety on Torre Avenue (Muni)
• Before and after data on separated bike lanes and major intersections for improvement –
Use of data for future decisions
o Combine this data with the data on safety (Muni/Marcy)
o De Anza before and after traffic data collection.
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Bicycle Pedestrian Commission Minutes December 17, 2025
ADJOURNMENT
At 8:06 p.m., Chair Ganga adjourned the Regular Bicycle Pedestrian Commission
meeting.
Minutes prepared by:
Lindsay Nelson, Administrative Assistant
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CITY OF CUPERTINO
Agenda Item
Subject: Cupertino Active Transportation Plan
Review and Provide Feedback on Prioritized Project List for Cupertino Active Transportation Plan
CITY OF CUPERTINO Printed on 1/26/2026Page 1 of 1
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PUBLIC WORKS
CITY HALL
10300 TORRE AVENUE • CUPERTINO, CA 95014-3255
TELEPHONE: (408) 777-3403 • FAX: (408) 777-3366
CUPERTINO.GOV
BICYCLE PEDESTRIAN COMMISSION INFORMATIONAL MEMORANDUM
Date: January 29, 2026
To: Cupertino Bicycle Pedestrian Commission
From: Matthew Schroeder, Senior Transportation Planner
Re: An update on the development of the Active Transportation Plan, including a summary of
Phase 2, explanations of plan edits, revised scoring criteria, and next steps.
Discussion
Phase 1 Summary
Phase 1 of the ATP occurred between March and June 2025. It included policy review,
community outreach, and technical analysis to develop data-driven project recommendations.
The first step of Phase 1 was to develop a Plan Review Memo to ensure the ATP is consistent
with and supports local and regional policies, including Cupertino plans like the General Plan’s
Mobility Element and Vision Zero Action Plan, the Countywide Active Transportation Plan,
and other relevant documents.
During Phase 1, the project team also conducted a Needs Assessment and an Existing
Conditions Review. These documents examined the City’s transportation network in detail,
identifying where walkers and bikers feel stressed or disconnected. Analyses such as Active
Trip Potential and Level of Traffic Stress were applied to determine areas in the City where
existing short driving trips could realistically shift to walking or biking. Together, these analysis
methods established a clear picture of where gaps are greatest and where investments could
potentially yield the greatest community benefits.
In parallel with the analysis task, staff reached out to the community to learn which
destinations they want to travel to and what barriers prevent them from walking or biking.
Residents consistently expressed concerns about safety on the Vision Zero High-Injury Network
(HIN), the need for improved connectivity between neighborhoods and schools, the need to
consider potential project impacts on drivers, and the importance of designing facilities for
people of all ages and abilities. Feedback from the community helped validate the technical
analysis, and together, these two sources, along with state and federal design guidance
documents such as the Caltrans Design Information Bulletin Number 94 and the Federal
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Highway Administration Bikeway Selection Guide, were leveraged to develop draft network
recommendations.
Draft project prioritization criteria that align with the Plan goals were established to assist in
ranking the draft network recommendations. The scoring metrics were selected to be consistent
with community goals and VTA Measure B funding requirements. These criteria were
presented to the Bicycle Pedestrian Commission (August 20, 2025), Planning Commission
(September 9, 2025), and City Council (November 4, 2025) for review and public comment.
Phase 2 Summary
Following Phase 1, the project transitioned to the Network Recommendations Phase (Phase 2).
All Phase 1 documents can be referenced on the project webpage at www.cupertino.gov/atp.
During this phase, public engagement continued, with the community encouraged to review
and comment on the draft network recommendations. Phase 2 ran from August 20 to
November 30 and consisted of eight pop-up events and three public hearings. The online input
webmap was also updated to allow community members to review and comment on the project
recommendations using the project webpage.
Phase 2 public outreach once again highlighted repeated concerns about intersection conflicts,
particularly with right-turning vehicles, limited visibility, red light running, and speeding
through major intersections. For pedestrian projects, respondents strongly supported the
proposed Class I shared-use facilities (Tamien Innu Trail, Union Pacific corridor, and Lawrence
Mitty Trail). For the Lawrence Mitty Trail, the community specifically noted the value of
extending the shared-use path northward and into Santa Clara to improve school access. There
was also broad support for the recommended sidewalk projects. Participants noted that safety
issues at intersections become more pronounced during commuting hours due to the high
volume of traffic. The intersections most frequently mentioned were those along Stevens Creek
Boulevard, Bollinger Road, Prospect Road, Stelling Road, De Anza Boulevard, and Blaney
Avenue. The community’s preferred pedestrian projects were:
• Tamien Innu
• Lawrence Mitty Trail
• Blaney Ave and Stevens Creek Blvd (Typology A, B, C Intersection)
• Union Pacific Trail
• Pacifica Dr and Torre Ave (Typology C Intersection)
For bicycling, popular projects included upgrading bike lanes on corridors such as Homestead
Road and Blaney Avenue, and addressing intersection safety issues along Stevens Creek
Boulevard, especially near Highway 85 and De Anza College. The community’s preferred
bicycle projects were:
• Stevens Creek Blvd (Separated Bike Lanes)
• Blaney Ave (Buffered Bike Lanes)
• Homestead Rd (Buffered and Separated Bike Lanes)
• Bollinger Rd (Buffered Bike Lanes)
• Stelling Rd (Buffered and Separated Bike Lanes)
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Overall, participants expressed support for enhanced network connections to schools and
requested that some of the proposed buffered bike lanes be upgraded to separated bikeways to
improve safety due to high-speed traffic. The corridors that received the most feedback
included the recommended shared-use paths, as well as Homestead Road, Stevens Creek
Boulevard, Blaney Avenue, and Bollinger Road. Many participants favored the suggested
shared-use paths, expressing that they would provide safe alternatives to major roadways and
intersections. Concerns about speeding and unsafe intersections along Stevens Creek Boulevard
were highlighted, particularly near Highway 85 and De Anza College. Separated bikeways
were supported on Foothill Boulevard, Stelling Road, and Wolfe Road. Most unique comments
were regarding the recommended neighborhood bike routes, with overall support for the
enhanced neighborhood network serving schools.
Across both pedestrian and bicycle projects, recurring priorities were improving safety for
students travelling to schools (Lincoln Elementary, Monta Vista High, and Cupertino High
were referenced the most), implementing traffic calming and speed-reduction measures on local
streets (speed tables, RRFBs, and when legally permissible implementing automated speed
enforcement measures), strengthening connectivity between parks, schools, and neighborhoods,
and improving intersection safety.
Commission and Council Feedback Addressed
Following Phase 1, the ATP was taken to the Bicycle Pedestrian Commission, Planning
Commission, and City Council to solicit feedback on the ATP and the draft project prioritization
criteria. Based on the Council's direction and the Commissions’ feedback, staff revised both the
draft prioritization criteria and draft policy and program recommendations to address
comments from the three bodies. Additionally, staff prepared two new policy memos to
accompany the ATP, which will be applied to new ATP projects to better evaluate potential
project impacts and project effectiveness.
A review of the Commission and Council feedback showed clear consensus among the
Commissions and the Council regarding each body’s comments on the draft project
prioritization criteria and the ATP more broadly. These areas of agreement were:
• Project prioritization criteria should emphasize safety, especially for schools and the
Vision Zero HIN.
• Scoring criteria should emphasize objective, data-based measures, and Fairness should
be removed as a criterion.
• Support for improving future decision-making with more robust data collection.
• Technology solutions need greater emphasis.
Staff addressed the comments related to the draft prioritization criteria by revising scoring and
metrics (Attachment A). Specifically, staff:
• Modified the scoring for the HIN and High Injury Intersections (HII) to give greater
consideration to projects along the HIN/HII or locations in close proximity.
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• Modified School Proximity scoring so that Suggested Routes to School is the chosen
metric, rather than a distance-based proximity score for schools. This is more precise and
appropriate, as it specifically addresses safety on known walking and biking routes to
school.
• Added senior facilities to the Destinations proximity for scoring.
• Removed the Fairness criterion so that all metrics are based on objective data.
• Added additional negative scoring for projects that impact Cupertino arterials.
• Added cost effectiveness as a scoring criterion.
Staff addressed general comments on the ATP by creating a new project category for
technology, developing two policies to apply to the new ATP network recommendations during
project delivery, and making minor revisions to the program and policy recommendations
(Attachment B). These changes include:
• The creation of a new project category for transportation technology, so that technology
solutions are grouped into corridors and equally ranked against traditional network
recommendations, not just listed as policy and program recommendations. This new
project category is titled Transportation Technology Corridors.
• A Project Impact Assessment Memo, which lays out the approach for comprehensively
assessing project impacts and a path for project delivery when the full extent of parking
or roadway impacts is discovered during design.
• A Project Effectiveness Memo, which describes how the City can better evaluate long-
term project effectiveness.
• Minor edits to the program and policy recommendations to better reflect the character of
Cupertino and address comments received during public hearings.
Discussing these four changes in further detail, the first major revision to the ATP was the
addition of a new project category, Transportation Technology Corridors. This new category
addresses the community’s desire and the Council's direction to prioritize technology.
To achieve this, transportation technologies were added to the ATP network recommendations
as standalone corridor projects rather than as programmatic elements as previously identified.
Staff began by reviewing Typology C intersection recommendations (intersection signal and
control changes) located at Cupertino-owned signalized intersections and evaluated their
overlap with the Vision Zero HIN. Following this exercise, staff analyzed collision data to
identify corridors with higher collision rates where “unsafe speed” is listed as the primary
collision factor, or where collisions occurred due to traffic signal or sign violations. Lastly,
corridors and the intersections along them were screened for implementation feasibility to
determine appropriate Technology Corridors. This process helped staff select five corridors that
would benefit most from transportation technologies, based on collision history and the City’s
ability to control and implement different technologies. These corridors are:
• De Anza Blvd: From Homestead Rd to Prospect Rd
• Stevens Creek Blvd: From Foothill Blvd to Wolfe Rd
• Homestead Rd: From De Anza Blvd to Tantau Ave
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• Wolfe/ Miller Rd: From Homestead Rd to Calle de Barcelona
• Stelling Rd: From I-280 to Rainbow Dr
Technology solutions in this project category could include red-light cameras, speed-
enforcement cameras (when legally permissible), adaptive detection for vehicles, pedestrians,
and bicyclists, and audible pedestrian detection. Transportation Technology Corridor projects
will be treated the same as traditional network recommendations, and their scores will be
normalized against bicycle, pedestrian intersection, and sidewalk projects. Technology
Corridors will be ranked in the final project list alongside all other project types.
The next notable change is the addition of two new policy documents to be presented to
Council for consideration. These documents aim to address two commonly heard themes from
the community, Commissions, and Council related to the need to better consider project
tradeoffs before construction and to collect more data on ridership resulting from bicycle
improvement projects. These two memos (Attachments 3 and 4) describe the approach that staff
will follow for new ATP network recommendations.
For evaluating project impacts, the Project Impact Evaluation Memo (Attachment C) states that
following the Council-approved initiation of any new ATP project, and when parking or traffic
impacts are identified during the preliminary engineering (30% design) phase, staff will return
to the City Council to present the 30% design, identified impacts, and potential trade-offs. At
that meeting, the Council will determine whether the project should undergo a detailed impact
analysis tailored to its specific impacts. This level of analysis requires a degree of design detail
that is available only once the 30% design phase has been completed. A description of the
potential scope and cost estimates for that work is included in Attachment C.
The second policy memo (Attachment D) describes the process by which the City will use data
to measure the success of new network recommendations in the ATP. This approach exclusively
applies to Class II (striped bicycle lane), Class IIB (buffered bicycle lane), and Class IV
(protected bicycle lane) bicycle facilities. The goal of this approach is to ensure that
transportation projects identified in the ATP and completed through the City’s Capital
Improvement Program (CIP) are successful in furthering the City’s stated goals.
To demonstrate progress toward these goals, staff must track the number of people using new
facilities and the safety of those facilities over time. This proposed evaluation approach will
allow the City to answer basic but important questions, such as whether these projects
encourage the use of active transportation modes, whether collision rates are decreasing even as
ridership increases, and, potentially, which types of improvements deliver the greatest benefits.
Upon Council approval of project initiation, staff would begin a pre-construction data collection
period at the project site. This establishes a clear pre-project picture of both ridership and safety.
After the project is constructed, staff would then repeat this process for post-construction. With
these two datasets, staff can calculate changes in average daily and peak-period bicycle
volumes, as well as changes in collision rates. The key metric will not just be the number of
collisions, but collisions relative to the number of bicyclists or pedestrians. A successful project
would be one in which more people use the facility while the collision rate per bicyclist or
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pedestrian remains the same or decreases. This will be referred to as the Safety Plus Mode Shift
(SPMS) rate, which aligns with Vision Zero and Climate Action Plan objectives.
These new policies are intended to improve transparency and accountability around new active
transportation projects. It also provides Council with a way to compare projects and project
types, allows designs to be refined based on what works best in practice, and creates a feedback
loop between adopted policy goals and real-world outcomes. By committing to these
approaches, the City can signal that success is defined not only by miles of bikeway delivered,
but by thoughtful design and quantifiable improvements in safety and mode shift toward
sustainable transportation.
Next steps for the ATP will include presenting this information to the Planning Commission
and City Council for review in February, followed by preparing a draft report for public review
in the spring. After the public review period, staff will incorporate any needed revisions and
bring the Draft Plan to the City Council for adoption in late June or early July.
_____________________________________
Prepared by: Matthew Schroeder, Senior Transportation Planner
Reviewed by: David Stillman, Transportation Manager
Approved for Submission by: Chad Mosley, Director of Public Works
Attachments:
A – Revised Project Prioritization Criteria
B – Revised Program and Policy Recommendations
C – Draft Project Impact Evaluation Guidelines
D – Draft Project Effectiveness Guidelines
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City of Cupertino | 1
To: David Stillman, Transportation Manager, City of Cupertino
Matthew Schroeder, Senior Transportation Planner, City of Cupertino
From: Christopher Kidd, Alta Planning + Design
Date: December 10, 2025
Re: Cupertino ATP: Project Prioritization Criteria
Introduction
Proposed improvements will prioritize the development of a complete active transportation network that imposes fair
outcomes, safety, access, and comfort for people of all ages and abilities. Draft criteria were originally proposed in the
Summer of 2025, with criteria screened with the Bicycle Pedestrian Commission, Planning Commission, and City
Council in the Fall of 2025 for their input. Following input from these bodies, prioritization criteria were updated to
better reflect feedback.
Criteria for prioritization have been aligned with the Goals of the Active Transportation Plan:
-Safety
-Access
-Sustainability
-Multimodal Balance
-Cost Effectiveness
Projects will be scored according to their corresponding tables below, then scores will be normalized to create a unified
set of scores for a single project list.
100 1x
100
80 1.25x
80 1.25x
90 1.11x
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City of Cupertino | 2
Table 1: Bicycle Network Project Prioritization Matrix
Goal Criteria Metric (Source) Scoring Max
Score
Goal Max
Score
Safety
Collision History Roadway segment is near a corridor identified in the City of
Cupertino Vision Zero Action Plan (2024) High Injury Network (HIN) 10 pts if within 1000 ft 20
30
Stress Level Max score from bicycle level of stress analysis 10 pts: BLTS 4
5 pts: BLTS 3 10
Access
School Proximity Project is located along a SR2S suggested routes to school 20
30
High Frequency
Transit Proximity Presence of major transit stops along the roadway
major transit stops (VTA)
2 pts within 0.5 mile proximity to
major transit stops (VTA)
5
Parks & Other
Destination
Proximity
Presence of parks, the library, senior center/facilities and shopping
centers along the roadway
destinations within 0.5 mile per
mile of project length. 5
Sustainability
Active Trip Potential Roadway has high bicycle trip potential or high e-bike trip
potential ATP score 5
10
SAST Gap Score Project is within a high gap score area 5
Balance
General Roadway
Impact
Potential need for lane reduction or parking removal based upon
aerial imagery reduction is needed to implement
project
0 pts if needed to implement
project
10
20
Arterial Roadway
Impact
Potential need for lane reduction or parking removal based upon
aerial imagery 10
Cost
Effectiveness Fiscal Responsibility Project cost 5 pts if $500k - $2M 10 10
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Table 2: Pedestrian Intersection Project Prioritization Matrix
Goal Criteria Metric (Source) Scoring Max
Score
Goal Max
Score
Safety
Collision History Roadway segment is near a corridor identified in the City of
Cupertino Vision Zero Action Plan (2024) High Injury Network (HIN) 10 pts if within 1000 ft 20
30
Stress Level Max score from pedestrian level of stress analysis 10 pts: PLTS 4
5 pts: PLTS 3 10
Access
School Proximity Project is located along a SR2S suggested routes to school 20
30
High Frequency Transit
Proximity Presence of major transit stops along the roadway
major transit stops (VTA)
2 pts within 0.5 mile proximity to
major transit stops (VTA)
0 pts if not.
5
Parks & Other Destination
Proximity
Presence of parks, the library, senior center/facilities and shopping
centers along the roadway
destinations within 0.5 mile 5
Sustainability
Active Trip Potential Roadway has high active pedestrian trip potential 5
10
SAST Gap Score Project is within a high gap score area Scale 0 to 5 pts based on average 5
Cost
Effectiveness Fiscal Responsibility Project cost 5 pts if $500k - $2M 10 10
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Table 3: Pedestrian Sidewalk Projects Prioritization Matrix
Goal Criteria Metric (Source) Scoring Max
Score
Goal Max
Score
Safety
Collision History Roadway segment is near a corridor identified in the City of Cupertino
Vision Zero Action Plan (2024) High Injury Network (HIN) 10 pts if within 1000 ft 20
30
Stress Level Max score from pedestrian and bicycle level of stress analysis 5 pts: PLTS 3 10
Access
School Proximity Project is located along a SR2S suggested routes to school 20
30
High Frequency Transit
Proximity Presence of major transit stops along the roadway
major transit stops (VTA)
2 pts within 0.5 mile proximity to
major transit stops (VTA)
0 pts if not.
5
Parks & Other
Destination Proximity
Presence of parks, the library, senior center/facilities and shopping
centers along the roadway destinations within 0.5 mile. 5
Sustainability
Active Trip Potential Roadway has high active trip potential 5
10
SAST Gap Score Project is within a high gap score area 5
Cost
Effectiveness Fiscal Responsibility Project cost 5 pts if $500k - $2M 10 10
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Table 4: Transportation Technology Corridors Prioritization Matrix
Goal Criteria Metric (Source) Scoring Max
Score
Goal
Max
Score
Safety
Collision History The corridor includes an intersection identified as a
VZAP High Injury Network Intersection 2 pts: if 7-24 10
40
Collision History # of collisions with a cause of "unsafe speed" per mile
(according to Cupertino Vision Zero Dashboard Data) corridor (last 5 yrs) by # of collisions with a cause of “unsafe 10
Collision History
# of collisions with a cause of "traffic signals and signs"
per mile (according to Cupertino Vision Zero
Dashboard Data)
corridor (last 5 yrs) by # of collisions with a cause of “traffic
signals and signs”. 10
Level of Traffic
Stress Average PLTS for the corridor 5 pts: PLTS 3 10
Access
School Proximity % of corridor length on Suggested Route to School 10 pts: 25–75%
0 pts: <25% 20
30 Parks & Other
Destination
Proximity
Presence of parks, the library, senior center/facilities
and shopping centers along the corridor
per mile of project length.
10
Sustainability Active Trip Potential Average bicycle/e-bike short-trip share intersecting
the corridor 10 20
SAST Gap Score % of corridor length within high SAST gap-score areas 10
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To: David Stillman, Transportation Manager, City of Cupertino
Matthew Schroeder, Senior Transit and Transportation Planner, City of Cupertino
From: Christopher Kidd and George Foster, Alta Planning + Design
Date: January 1, 2026
Re: Cupertino ATP: Policy and Program Recommendations
This memo provides a summary of new legislation that may impact policy and program recommendations, as
well as a consolidated, updated set of recommended policies and support programs to enhance the existing
walking and rolling networks in the City of Cupertino. Several plans are referenced throughout this
document, but the Active Transportation Plan will be referred to in capital letters as the Plan.
The memo first summarizes Recent Regional, State, and Federal Policies, then presents detailed tables of
Policy and Program Recommendations. Although regional Equity informs all recommendations, these tables
focus on the following key areas of potential policy and programmatic investment: Engineering,
Encouragement, Education, Enforcement, and Evaluation. As an appendix, there is also an overview of
relevant Existing Cupertino Policy Recommendations.
Recent Regional, State, and Federal Policies
The following State-level legislation has been passed in the last five years and will affect the implementation
of this Active Transportation Plan and its accompanying policies and programs.
Roadway Safety Enhancements
Daylighting (AB 413): This law, which took effect in 2024, aims to improve visibility at crosswalks by
prohibiting vehicles from stopping or parking within 20 feet of the vehicle approach side of any unmarked or
marked crosswalk or 15 feet of crosswalks with curb extensions.
Speed Safety System Pilot Program (AB 645): This program, established by a bill signed in October 2023,
permits select cities to install speed cameras to deter reckless driving. Cities like San Francisco have already
implemented the program, deploying cameras in high-risk areas. There is potential for Cupertino to
implement speed cameras if this pilot is successful.
Reckless Driving Crackdown (SB 1509): This legislation aims to deter reckless driving, particularly speeding, by
strengthening enforcement and considering the use of technology like speed cameras.
Safer, More Inclusive Street Design (SB 960): This bill enhances the California State Highway System by
requiring Caltrans to incorporate features such as bike lanes, sidewalks, and transit facilities into its planning
and projects.
Speed Limit Setting (AB 43): Legislation was passed to authorize Caltrans and local authorities to set, retain,
or restore speed limits on highways, including the possibility of a reduction of five mph in some
circumstances.
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Infrastructure Funding and Regulation
Federal Infrastructure Investment and Jobs Act (IIJA): Though not state-specific legislation, California was
expected to receive over $40 billion in federal funds from this bipartisan act, to be invested in various
transportation projects, including roads, bridges, and other transportation infrastructure. However, many
federally funded active transportation projects are currently facing political obstruction, and their future is
unclear.
CEQA Exemptions for Bicycle and Mass-Transit Projects (SB 288): This bill added statutory California
Environmental Quality Act (CEQA) exemptions for bicycle projects. SB 922 extended and enhanced the CEQA
exemptions for sustainable transportation projects—including bike lanes, pedestrian infrastructure, bus rapid
transit, and light rail—through 2030. This expedites the approval and construction of these climate-friendly
projects by reducing administrative delays and costs, thereby promoting cleaner, safer, and more equitable
transportation options statewide.
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Policy and Program Recommendations
This section includes descriptions of existing and proposed policies and programs, organized by
programmatic/policy category: Equity, Engineering, Encouragement, Education, Enforcement, and
Evaluation. These policy and program recommendations align with the goals of the Active Transportation
Plan: Safety, Accessibility, Maintenance, Sustainability, Multimodal Balance, and Fairness. Examples are
provided for many to illustrate implementation.
Equity
The proposed programmatic and policy recommendations outlined in this memo should be prioritized
through a regional equity lens to support efforts to improve the City’s active transportation network. This
should be incorporated into all future policies and programs through early community involvement, targeted
outreach, attending existing community events, hosting events in affected communities, and providing
translation services.
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Engineering
Pedestrian and bicycle support facilities provide increased comfort and convenience for individuals who use
active modes to get around. Table 1 summarizes existing and proposed engineering policies and programs in
the City that work in conjunction with existing infrastructure to improve the user experience. Infrastructure
improvements should be prioritized near schools, parks, transit stops, medical centers, senior centers, City
services, commercial areas, and HIN/HII.
Note: Several of the recommended policies and programs in this section are already in place in Cupertino but
have significant potential for codification and expansion.
Table 1 Existing and Recommended Engineering Policies and Programs
Policy/Program Description Plan Goal Examples
Existing
Vision Zero Policy The City adopted a local Vision Zero Action Plan to
better understand local collisions and collaborate
across City Departments to improve safety for walking
and rolling in Cupertino.
Safety Cupertino Vision Zero
Action Plan
Complete Streets
Policy
The City adopted a local Complete Streets policy to
ensure streets are designed to enable safe,
convenient, and comfortable travel for users of all ages
and abilities, regardless of their mode of
transportation.
Accessibility and
Multimodal
Balance
Cupertino Complete Streets
Policy
Online Information
and Service Requests
The City currently operates a telephone, app, and
online service request system (Cupertino311), which
allows residents to submit an issue or request for a
specific service for traffic signals, roadway issues, or
sidewalk obstructions.
Accessibility and
Maintenance
Cupertino Maintenance
Services
Wayfinding Wayfinding signage provides important destination,
distance, and navigation information to roadway
users. Specific wayfinding signs designed for people
walking and bicycling can be expanded and improved
at key locations across the City to further support
active transportation.
Accessibility Cupertino Wayfinding
Project
Recommended
Pedestrian-Scale
Lighting
Pedestrian-scale streetlights are designed at a lower
height and intensity to enhance visibility, safety, and
comfort for people walking in urban or public
spaces. By increasing visibility, it improves safety and
crime outcomes. It also enhances the walkability and
aesthetic appeal of public spaces, encouraging more
foot traffic and fostering a sense of community. LED
lights can be used to reduce energy costs, and
shields can be used to minimize night sky pollution
or limit light pollution on adjacent private property.
Safety
Alameda, CA
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Policy/Program Description Plan Goal Examples
Crossing Facility
Improvements
City may improve crossing facilities by implementing
high-visibility crosswalks, advance stop or yield
markings, pedestrian refuge islands, and raised
crosswalks or intersections. These enhancements
would make people walking and rolling more visible
to drivers.
Safety Sacramento, CA
Evaluate Right
Turn on Red
Restrictions
Evaluate intersections to limit vehicles from turning
right at a red-light signal on a case-by-case basis, when
traffic operations analysis indicates that the restriction
can be implemented without creating unacceptable
vehicle delay.
Safety Ann Arbor, Michigan
Leading Pedestrian
Interval (LPI)
The City may consider LPIs at signalized
intersections, with a plan moving forward to update
key intersections.
Safety CA AB 2264 (2022)
Active Detection at
Intersections for
People Walking and
Rolling
Develop an inventory of signalized intersections
without active detection for people walking and
rolling and create a way forward for standardization
and inclusion at signal heads. Establish a
standardized approach for integrating reliable
detection technologies—such as passive infrared,
video, or radar sensors—ensuring they are
accurately placed along built and desired routes.
Define clear specifications for detector performance,
placement, and integration with signal systems, and
incorporate upgrades into signal maintenance,
capital projects, and retiming efforts. Include staff
training, contractor guidance, and periodic
evaluation to ensure effective and consistent
deployment citywide.
Safety and
Accessibility
Santa Clara County, CA
Active Detection White
Paper
Curb Extensions at
Intersections
Consider additional curb extensions at school-zone
intersections and mid-block crossings to reduce
vehicle speeds and improve overall transportation
safety.
Safety San Francisco, CA
Sidewalk and Curb
Cut Improvement
Program
The City may develop a sidewalk and curb cut
improvement program with a dedicated funding
stream to close sidewalk gaps and add curb ramps at
key locations. This program would allow the City to
be more responsive to local citizen complaints for
sidewalk and curb cut enhancements.
Safety, Fairness,
and
Maintenance
Palo Alto, CA
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Policy/Program Description Plan Goal Examples
End-of-Trip Facilities End-of-trip facilities such as bike parking, water
stations, kiosks, and fix-it stations help encourage
people to bike more by providing the amenities they
need at the end of their trip. These facilities are
typically most suitable in City right-of-way areas
with high concentrations of walking and rolling, such
as the Cupertino Library.
Accessibility and
Sustainability
Los Angeles, CA
Lower Speed Limits Create a program to analyze and reduce speeds
where appropriate along arterial and collector
roadways based on the CA Manual for Setting Speed
Limits. Lowering the speed limits on streets may
lessen the severity and frequency of crashes.
Safety Santa Monica, CA
Lower School Zone
Speed Limits
Per California Vehicle Code Section 22358.8, the City
may consider reducing speed limits around School
Zones, which may be lowered to 15 mph on all two-
way residential streets within 500 feet of schools,
and 25 mph up to 1,000 feet from schools.
Safety and
Accessibility
Oakland, CA
Quick Build Project
Implementation
Quick Build projects typically include less expensive
materials such as paint, thermoplastic, and
bollards/delineators (or other sturdy but removable
materials). These improvements share many of the
same safety benefits as their permanent
counterparts, but can be implemented more quickly
and cost-effectively, allowing the City to be
responsive to safety concerns while still planning for
long-term funding and implementation. The City
should consider implementing Quick Build projects
identified in completed school walk audits, in
addition to other priority areas.
Safety and
Maintenance
CalBike Design Guide
Quick Build White Paper
Expand the City Tree
Canopy
Consider planting shade trees and other greening
elements along corridors where people may be
walking and rolling, and within school zones.
Caltrans considers street trees to be traffic-calming
elements as they are often attributed to a perceived
narrowing of the roadway, a sense of rhythm and
human scale created by framing the street, and the
perception that the driver is in a place where they
are more likely to encounter people walking or
rolling and cross-traffic.
Sustainability
and Fairness
San José, CA
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Policy/Program Description Plan Goal Examples
Update Street Design
Standards
Review and update all relevant policy and design
standards regarding bikeway facilities, path and
sidewalk design, materials, and supporting amenities
to be consistent with the most recent best practices
and state and federal standards for bicycle and
pedestrian facilities and in compliance with the latest
ADA Standards for Accessible Design and Public
Right-of-Way Accessibility Guidelines (PROWAG).
Accessibility,
Maintenance,
and Multimodal
Balance
Sacramento, CA
Maintenance
Program
Maintenance is deeply tied to the usability and
lifespan of these engineering recommendations.
Cupertino can develop more detailed protocols for
regular street sweeping and debris removal on
bikeways—particularly Class IV protected lanes and
Class I multi-use paths—to maintain comfort and
reduce risks. Expanded, detailed vegetation
management can address overgrowth that obstructs
visibility at intersections, encroaches onto sidewalks
and paths, and blocks signage. The 311 reporting
system for issues like potholes, flooding, or
obstructions should be widely promoted and
integrated into existing municipal apps and customer
service portals. Maintenance guidelines should
specifically account for newer infrastructure types,
such as roundabouts, green paint treatments, and
modular curbs or delineators, to ensure that
materials are durable and repairable. Coordination
between construction, maintenance, and repaving
schedules is a proven strategy to reduce disruptions
and extend pavement life, and Cupertino can adopt a
“dig-once” approach to align upgrades with
resurfacing or utility work. Regular inspections,
performance audits, and a publicly accessible
maintenance log can help ensure transparency,
accountability, and timely repairs.
Accessibility and
Maintenance
Sacramento, CA
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Encouragement
Encouragement programs help to create a lasting active transportation culture and can encourage overall
mode share shifts. Table 2 provides an overview of existing and recommended walking and rolling
encouragement programs.
Table 2 Existing and Recommended Encouragement Programs
Policy/Program Description Plan Goal Examples
Existing
Safe Routes to
School (SR2S)
The City should continue the existing Safe Routes to
School Program and place greater emphasis on
working with school districts to address on-site
circulation and spillover traffic.
Safety,
Accessibility, and
Fairness
Cupertino SR2S Program
Bike to Work/
Wherever Days
The City can continue to sponsor Bike to Work/
Wherever Day events in support of regional efforts.
Accessibility Silicon Valley Bicycle
Coalition BTWD
Adopt-a-Trail
Program
The existing Santa Clara County program provides
individuals, groups, businesses, and clubs the
opportunity to adopt a section of trail on an annual
basis. Each sponsor supports their Adopted Trail with
financial contributions and volunteer trail work.
Maintenance Santa Clara County
Adopt-a-Trail
Recommended
Open Streets Open Street events promote and celebrate bicycling
and walking and encourage participation from
neighborhoods.
Accessibility and
Sustainability
CicLAvia
Social Walks/Rides Support City departments and local organizations in
hosting social rides or walks, like Bike for Boba.
Accessibility and
Sustainability
San José, CA
Walking School
Buses and Bike
Trains [SR2S]
Walking School Buses and Bike Trains are organized
groups of students walking/biking to school under the
supervision of a guardian, teacher, or adult volunteer.
These groups follow predetermined routes and can
operate on an occasional or daily basis, depending on
the interest from families.
Accessibility and
Fairness
Alameda County, CA
Portland, OR
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Policy/Program Description Plan Goal Examples
Bike Parking
Inventory
Map existing racks in the City and upload them to the
open data portal. Develop and publish a public-facing
guide that outlines various types of secure
micromobility parking infrastructure, such as bike
corrals, covered racks, and lockers (like Oonee Pods).
The guide should explain the ideal use cases for each
option, based on factors such as location (e.g., transit
hubs, business districts), user needs (e.g., long-term
vs. short-term parking), and security levels. Including
photos, technical specifications, and maintenance
considerations will help the City, businesses, and
community organizations make informed decisions
about selecting and installing the right facilities.
Accessibility,
Maintenance,
and Fairness
APBP Essentials of Bike
Parking
Bike Rack
Program
Consider establishing a Bike Rack Installation Program
to provide secure, convenient bicycle parking that
supports everyday bicycling and reduces parking
barriers.
Accessibility
Petaluma, CA
Bicycle Parking
at Large Events
Revise Cupertino Municipal Code regarding event
permits to include “Conditions for Issuance” to
require events expected to draw more than 5,000
attendees must provide secure, attended bicycle
parking for attendees at no charge.
Accessibility Oakland, CA
Electric
Micromobility
Expansion
Cupertino has an opportunity to lead in sustainable
transportation by developing a forward-thinking
policy that actively encourages the use of electric
micromobility devices—such as personal e-bikes, e-
scooters, and other small electric vehicles—in line
with state and regional standards. These devices
make active transportation more accessible by
extending travel distances, reducing trip times, and
performing well in various weather conditions. This
policy can define appropriate use on bike lanes,
multi-use trails, and low-speed streets, with safe
speed limits that prioritize both comfort and safety.
The City can encourage electric micromobility use
and discourage illegal devices and modifications
through public education, safe riding guidance, and
improved infrastructure, such as secure parking with
charging options.
Accessibility and
Fairness
Palo Alto, CA
Santa Cruz, CA
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Policy/Program Description Plan Goal Examples
Trail Steward
Volunteers
Engage with volunteer organizations to regularly
maintain and address community safety concerns
around vegetation and debris on shared-use paths.
Events can be opportunities for volunteers to help
their community.
Maintenance Richmond, CA
Rails-to-Trails Maintenance
Transportation
Demand
Management
(TDM)
Implementation
Plan
Develop a Transportation Demand Management
Implementation Plan or Report to increase support
for commuters bicycling or walking to work. This may
include identifying additional metrics for businesses
to count active transportation-supportive policies
towards their own TDM plans and goals.
Sustainability
and Multimodal
Balance
Metropolitan Transportation
Commission
Walk and Roll
Ambassadors
Walk and Roll Ambassadors are trained community
volunteers who promote safe walking and rolling,
especially among students and families. They
engage in outreach, education, and encouragement
activities to foster active transportation and build a
culture of mobility and safety. These roles are
particularly important in communities where English
is not the first language.
Safety and
Accessibility
Bike East Bay
Partner with
Bicycle
Organizations
The formation of strong relationships with local
bicycle advocates and bicycle clubs will encourage
mutually beneficial collaboration and help the City
reach its plan goals. The City is encouraged to
partner with organizations in the area.
Accessibility CalBike List of Local Partners
Partner and
Coordinate
with County
Agencies
Coordinate with representatives from various County
agencies, including County Public Health and VTA, for
project and program implementation.
Accessibility and
Maintenance
Santa Clara County, CA
Bicycle Friendly
Business
Program
Similar to the Bicycle Friendly Community
designation, the Bicycle Friendly Business program
recognizes businesses for their efforts to encourage a
more bicycle-friendly atmosphere. This requires
businesses to implement various strategies to cater
to the diverse needs of customers and employees.
The City of Cupertino Civic Center Plaza has Gold
award status.
Accessibility and
Sustainability
League of American
Bicyclists
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Education
Walking and rolling education programs help individuals interested in active transportation feel more
comfortable, safe, and confident navigating streets and shared-use paths. Table 3 outlines existing
educational programs in the City as well as potential program expansion.
Table 3 Existing and Recommended Education Programs
Policy/Program Description Plan Goal Examples
Existing
Safe Routes to
School (SR2S)
The existing SR2S Program provides education and
resources for school site administrators, parents, and
children on bicycle safety, pedestrian awareness, and
traffic concerns.
Safety,
Accessibility, and
Fairness
Cupertino SR2S
Walking and
Rolling Safety
Campaign
Create a City-sponsored outreach campaign to
encourage all road users to abide by local laws and be
courteous to other users. This campaign may be
targeted at a single user type (e.g., cyclists) or at
multiple users. Local stakeholders may assist in
developing goals that are rooted in community
concerns and issues. Campaigns should be deployed
at regular intervals throughout the year to promote
an attitude of safety awareness. Safety campaigns
should be prioritized near schools, parks, transit
stops, commercial areas, and at high collision
corridors.
Safety and
Accessibility
Cupertino Vision Zero PSA
Campaign
Bicycle Rodeos
[SR2S]
The City of Cupertino SR2S Program offers bicycle
rodeo programming at Cupertino Unified schools,
providing a blacktop training course on bicycle safety.
Safety Cupertino SR2S
Recommended
“New
Infrastructure”
Education
Campaign
Often, when infrastructure changes occur, there is a
missing education component to the community
about how to interact with the new design or feature.
Education materials and messaging can be developed
during the installation of infrastructure, which the
general public may be unfamiliar with, such as unique
interchanges/roundabouts, two-stage turn boxes, or
advisory shoulders.
Safety and
Multimodal
Balance
UC Davis
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Policy/Program Description Plan Goal Examples
Driver Education
Program
Establish a citywide driver education program that
focuses on improving awareness and promoting safe
interactions with people walking, biking, and rolling,
incorporating best practices from Vision Zero and Safe
Systems approaches. The program could include
modules on recognizing vulnerable road users,
crosswalk laws, yielding at intersections, safely passing
cyclists, and navigating areas with high activity or
limited visibility. The curriculum can be conducted in
partnership with local school districts and SR2S
coordinators. For older adults or existing drivers,
collaborate with the DMV and community centers to
offer targeted refresher workshops. The City can
promote the program through strategic outreach
campaigns—such as during Bike to Everywhere Month
in May—using social media, public service
announcements, and partnerships with local
employers, transit agencies, and neighborhood
associations. Additional outreach tools could include
short educational videos,
translated materials, and interactive online modules.
Safety League of American
Bicyclists
Bicycle Safety
Education for
Adults
Partner with local organizations to provide classes for
adults to learn bicycle safety. Support growth by
advertising and providing meeting space in Cupertino.
Safety and
Accessibility
Sonoma County, CA
Huntington Beach, CA
Electric
Micromobility
Education
With the proliferation of e-bikes and other electric
micromobility devices, people may not understand or
be misinformed about how to use these modes safely
and legally. An education campaign can be targeted at
e-mobility, especially among students who may be
excited about the increased travel opportunities
offered by such devices.
Safety and
Accessibility
California Highway Patrol
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Policy/Program Description Plan Goal Examples
Waste Bin
Placement
Provide clear instructions on the City website and in
utility bills about the proper placement of waste bins.
Where on-street parking exists, bins should be placed
near the curb, within the parking aisle. Residents
should be instructed to place bins against the curb
where no on-street parking exists to minimize
intrusion into the bicycle lane. Collaborate with waste
management companies to add reflective markings to
waste bins to increase their visibility at night and
reduce the risk of bicycle collisions with misplaced
bins. The City could also work with management
companies to stencil “Do Not Place In Bicycle Lane”
on the waste bins to remind residents of proper
placement.
Maintenance
and Multimodal
Balance
Pomona, CA
Mini Main Street
Education Events
[SR2S]
Host Mini Main Street safety education events and
install permanent traffic gardens at select schools. Mini
Main Streets and traffic gardens provide safe
environments for children to practice roadway safety.
Safety Mountain View, CA
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Enforcement
Enforcement programs help to institutionalize safe walking and rolling transportation systems. By prioritizing
relationships between law enforcement and individuals who walk and roll, these programs help create a safe
environment for all users. Table 4 below lists the proposed enforcement programs for the City.
Table 4 Recommended Enforcement Programs
Policy/Program Description Plan Goal Examples
Recommended
Traffic Ticket
Reduction
Help develop a partnership program with the Santa
Clara County Sheriff and a bicycle education provider
to offer bicycle education as a traffic court option.
People who receive a citation/infraction on a bicycle
for California Vehicle Code violations would be
permitted to attend a Basic Street Skills
class to reduce or waive fines.
Safety and Fairness Marin County, CA
Bike Patrol
Program
Partner with the County Sheriff to develop a program
that provides routine patrolling on bicycles. The
program would enable increased community
engagement and promote bicycle safety.
Safety and Fairness El Cerrito, CA
Targeted
Enforcement
Target enforcement of vehicular violations at
locations with a high incidence of red-light running
and HIN/HII.
Safety and Fairness San José, CA
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Evaluation
Programs to help evaluate and track progress toward reaching the Plan’s goals are essential for long-term
success and effective project implementation. Table 5 lists proposed programs that help identify what’s
working, what’s not working, and where additional efforts are needed following the completion of the plan.
Table 5 Recommended Evaluation Programs
Policy/Program Description Plan Goal Examples
Existing
Active
Transportation
Online Portal
Update and maintain the GIS portal to display recent
and ongoing active transportation project planning
and status, as well as annual statistics on pedestrian
and bicycle-involved collisions. This portal may also
include links to other active transportation
resources throughout the City.
Safety and
Accessibility
Cupertino Open Data
Portal
Recommended
School Walk Audit
Reports [SR2S]
Update reports with new safety assessments at each
school to identify specific barriers and challenges
faced by students who walk or roll to school and
develop countermeasures to address the identified
deficiencies.
Safety Cupertino SR2S
Annual Walking
and Rolling
Collision Reports
Annual reviews of collisions involving vulnerable
roadway users with the County Sheriff will help the
City assess traffic safety issues and track progress
towards a safer community for people walking and
rolling.
Safety San Francisco, CA
Walking and
Rolling Count
Program
(Manual and
Automated)
Conducting regular walking and rolling counts can
help the City understand how travel behavior is
changing over time. This would include manual and
automated data collection. Manual counts are useful
for capturing nuanced data (age, gender, helmet use,
group sizes) and validating automated counters. This
can be done in collaboration with universities,
advocacy groups, or volunteers to expand manual
count capacity. Automated counters (infrared,
pneumatic tubes, LiDAR, video AI) provide long-term,
high-frequency data and reduce staff time. The use of
automated counting technology, such as in-ground
sensors, infrared counters, or video analytics, can be
integrated into ongoing signal maintenance and street
Maintenance
and Multimodal
Balance
Oakland, CA
NCHRP Report 797
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Policy/Program Description Plan Goal Examples
improvement projects to minimize installation costs.1
When combined with models that predict where
walking and bicycling would be expected, count data
can also identify locations where people are expected
to travel by these modes but do not, often due to a
lack of infrastructure. Coordinate with regional
planning and transit agencies and adjacent
municipalities to ensure consistency in methodologies
(e.g., same time periods, equipment calibration, and
data formats) and include metadata on count
conditions (e.g., weather, construction, events) for
context.
Walking and
Rolling Count
Program
(Aggregated
Data)
To complement physical counters and enhance
citywide data coverage, the City could purchase or
subscribe to aggregate mobility datasets from
companies like StreetLight Data and Replica, which
provide insights derived from anonymized GPS,
cellular, and location-based services data. These
datasets can provide a broader understanding of
walking and biking patterns, helping to identify
underserved neighborhoods or emerging trends in
travel behavior. Conduct regular validation of
aggregated data against manually collected data.
Safety,
Maintenance,
and Multimodal
Balance
San Francisco, CA
1 For example, the GridSmart SMARTMOUNT Bell Camera may be configured on existing poles at intersections to count people
walking and rolling as they cross, with subscription to an additional software module.
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Appendix: Existing Cupertino Policy Recommendations
General Plan Mobility Element
The City of Cupertino General Plan Mobility Element, adopted in 2015 and updated in 2024, outlines goals,
policies, and strategies for transportation network improvements necessary to accommodate Cupertino's
anticipated growth. The Element aims to make alternative modes of transportation attractive choices,
helping to reduce strain on the automobile network and improve the health and quality of life for residents
and businesses.
Regional Coordination
• Regional Transportation Planning: Participate in regional transportation planning processes to develop
programs consistent with the goals and policies of Cupertino’s General Plan and to minimize adverse
impacts on the City’s circulation system. Work with neighboring cities to address regional transportation
and land use issues of mutual interest.
• Citywide VMT Reduction: Framework for reducing VMT citywide includes limiting parking supply and
implementing a citywide bikeshare program.
• Regional Trail Development: Continue to plan and provide for a comprehensive system of trails and
pathways consistent with regional systems, including the Bay Trail, Stevens Creek Corridor, and Ridge
Trail.
Complete Streets
• Street Design: Adopt and maintain street design standards to optimize mobility for all transportation
modes, including automobiles, walking, bicycling, and transit.
• Adjacent Land Use: Design roadway alignments, lane widths, medians, parking and bicycle lanes,
crosswalks, and sidewalks to complement adjacent land uses in keeping with the vision of the Planning
Area. Strive to minimize adverse impacts and expand alternative transportation options for all Planning
Areas (Special Areas and Neighborhoods). Improvement standards shall also consider the urban,
suburban, and rural environments found within the City.
• Connectivity: Promote pedestrian and bicycle improvements that improve connectivity between planning
areas, neighborhoods and services, and foster a sense of community.
• Community Impacts: Reduce traffic impacts and support alternative modes of transportation rather than
constructing barriers to mobility. Do not close streets unless there is a demonstrated safety or
overwhelming through-traffic problem and there are no acceptable alternatives, since street closures
move the problem from one street to another.
• Traffic Calming: Consider the implementation of best practices on streets to reduce speeds and make
them user-friendly for alternative modes of transportation, including pedestrians and bicyclists.
Walkability and Bikeability
• Bicycle and Pedestrian Master Plan: Adopt and maintain a Bicycle and Pedestrian Master Plan that
outlines policies and improvements to streets, the extension of trails, and pathways to create a safe way
for people of all ages to bike and walk on a daily basis.
• Pedestrian and Bicycle Crossings: Enhance pedestrian and bicycle crossings and pathways at key
• locations across physical barriers such as creeks, highways, and road barriers.
• Development: Require new development and redevelopment to increase connectivity through direct and
safe pedestrian connections to public amenities, neighborhoods, and shopping and employment
destinations throughout the city.
• Street Widths: Preserve and enhance citywide pedestrian and bike connectivity by limiting street
widening purely for automobiles as a means of improving traffic flow.
• Curb Cuts: Minimize the number and width of driveway openings.
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• Capital Improvement Program: Plan for improvements to pedestrian and bicycle facilities and eliminate
gaps along the pedestrian and bicycle network as part of the City’s Capital Improvement Program.
• Bicycle Parking: Require new development and redevelopment to provide public and private bicycle
parking.
• Outreach: Actively engage the community in promoting walking and bicycling through education,
encouragement, and outreach on improvement projects and programs.
• Spaces for Pedestrians: Require parking lots to include clearly defined paths for pedestrians, providing a
safe route to building entrances.
• Proactive Enforcement: Prioritize enforcement of traffic speeds and regulations on all streets with bike
lanes, bike routes, and around schools.
Transit
• Access to Transit Services: Support right-of-way design and amenities consistent with local transit goals to
improve transit as a viable alternative to driving.
• Transit Facilities with new development: Work with VTA and/or major developments to ensure all new
development projects include amenities to support public transit, including bus stop shelters, space for
transit vehicles as appropriate, and attractive amenities such as trash receptacles, signage, seating, and
lighting.
• Vallco Shopping District Transfer Station: Work with VTA and/or other transportation service
organizations to study and develop a transit transfer station that incorporates a hub for alternative
transportation services such as car sharing, bike sharing, and/ or other services.
Safe Routes to School
• Safe Routes to School: Promote Safe Routes to Schools programs for all schools serving the city.
• Prioritize Projects: Ensure that bicycle and pedestrian safety improvements include projects to enhance
safe accessibility to schools.
• Connections to Trails: Connect schools to the citywide trail system.
• Education: Support education programs that promote safe walking and bicycling to schools.
Transportation Impact Analysis
• Protected Intersections: Consider adopting a Protected Intersection Policy, which would identify
intersections where improvements would not be considered, which would degrade levels of service for
non-vehicular modes of transportation. Potential locations include intersections in Priority Development
Areas (PDAs) and other areas where non-vehicular transportation is a key consideration, such as near
shopping districts, schools, parks, and senior citizen developments.
Roadway System Efficiency
• Street Width: Except as required by environmental review for new developments, limit widening of
streets as a means of improving traffic efficiency and focus instead on operational improvements to
preserve community character.
Transportation Infrastructure
• Transportation Improvement Plan: Develop and implement an updated citywide transportation
improvement plan necessary to accommodate vehicular, pedestrian, and bicycle transportation
improvements to meet the City’s needs.
• Multimodal Improvements: Integrate the financing, design, and construction of pedestrian and bicycle
facilities with street projects. Build pedestrian and bicycle improvements at the same time as
improvements for vehicular circulation to enable travelers to transition from one mode of transportation
to another (e.g., bicycle to bus).
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Bicycle Transportation Plan
The 2016 Bicycle Transportation Plan provided a vision and specific steps to create safer and more
comfortable conditions for people to bike in Cupertino. The Plan included the following relevant
recommended policies:
• Policy 1.A.1: Support and expand the City of Cupertino Safe Routes to School program.
• Policy 1.A.2: Partner with the Silicon Valley Bicycle Coalition to offer routine adult and family bicycle
education classes in Cupertino.
• Policy 1.B.1: Incorporate messaging in all City media that promotes the benefits of active lifestyles and
raises awareness of walking and bicycling facilities in the community.
• Policy 1.C.1: Partner with tourism and economic development agencies to promote Cupertino as a
destination for active recreation and active lifestyles.
• Policy 1.C.2: Create a Bicycle Friendly Business program to recognize and promote bicycle-friendly
businesses in Cupertino.
• Policy 1.C.3: Collaborate with county and regional partners to create bikeway connections to the local
tourism generators and to promote active recreation in the region.
• Policy 1.D.1: Work with Santa Clara County Sherriff’s Office to review collision locations and ‘close call’
reports and identify locations for increased enforcement of motorist and bicyclist behavior.
• Policy 1.E.1: Review the Bicycle Transportation Plan performance measures at regular intervals to review
progress and update priorities as necessary.
• Policy 1.E.2: Conduct bicycle counts citywide at regular intervals to better understand the profile of
residents bicycling in Cupertino as well as measure the impacts of newly implemented infrastructure and
programs.
• Policy 2.A.1: Annually review the number, locations, and contributing factors of bicycle-related collisions
to identify and implement ongoing improvements at collision locations throughout the transportation
network.
• Policy 2.A.2: Identify opportunities to reduce bicyclist exposure by reducing locations or lengths of conflict
areas with vehicles or by providing dedicated and separated facilities where feasible.
• Policy 2.A.3: Adopt a Vision Zero policy to eliminate traffic fatalities by 2026.
• Policy 2.A.4: Study the need for 15 mph School Zone speed limits and adopt in appropriate locations by
2020.
• Policy 2.A.5: Develop a City policy for the regular documentation of bike facility quality and maintenance
of bicycle facilities throughout the City.
• Policy 3.A.1: Implement the recommendations from this Bicycle Transportation Plan Update.
• Policy 3.A.2: Integrate bicycle facilities as part of the design and construction of upgrades or resurfacing of
all existing roadways.
• Policy 3.B.1: Create a low-stress network in parallel to the arterial bikeway network, providing an
alternative that is appealing to residents of all ages and abilities.
• Policy 3.B.2: Upgrade and improve the existing arterial bikeway network to increase bicyclist comfort and
lower barriers for more risk-averse users.
• Policy 3.B.3: Develop a citywide wayfinding system, providing access to appropriate locations such as
employment centers, schools, and commercial centers.
• Policy 3.B.4: Prioritize the installation of bicycle parking in the public right-of-way at key commercial and
retail destinations.
Pedestrian Transportation Plan
The ensuing 2018 Pedestrian Transportation Plan provides a vision and specific steps for creating an inviting,
safe, and connected pedestrian network. The plan establishes a framework for developing and maintaining
pedestrian facilities and recommends policies, programs, and messaging to promote walking. That includes
the following relevant recommended policies:
Infrastructure and Operations
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• Develop/adopt a Complete Streets Design Manual
• Design standard speeds in pedestrian areas do not require a routine need for traffic calming
• Adopt a Complete Streets internal checklist
• Formalize traffic calming practices
• Reconsider speed limit criteria
• 15 mph zones near schools, parks, community facilities, or senior housing
• Establish an accessible design checklist
Evaluation and Planning
• Include pedestrian and bicycle counts as a routine element of motor vehicle counts
• Conduct pedestrian and bicycle counts for the planning/evaluation of the City's trail system
Education and Enforcement
• Continue promoting walking and biking through the SR2S program
• Develop/implement targeted safety campaigns for other groups (adults, seniors, drivers)
Project Implementation
• Secure funding for broader education efforts
• Continue to collaborate with related and adjacent agencies
• Explore opportunities for improving coordination with major employers
• Develop a line item in the CIP for implementation of the PTP
Vision Zero Action Plan
Finally, the 2024 Vision Zero Action Plan focused on broad strategies and actions aimed at eliminating severe
injuries and fatalities on the City’s transportation network. Of particular note, it identified a High Injury
Network (HIN) and a set of High Injury Intersections (HII) based on collision history. This set of HIN and HII
areas should be priorities for targeted investment of many of the recommendations in this memo. Robust
community engagement on this plan resulted in the following relevant recommended policies:
• A.1 - Establish a Vision Zero Task Force
• A.2 - Identify sustainable funding sources for a Vision Zero program
• A.6 - Integrate Vision Zero safety principles into forthcoming City plans and design documents
• A.8 - Continue monitoring existing speed limits on City streets in accordance with the changes made by AB
43 to further lower speeds
• A.12 - Set up periodic pedestrian and cyclist counts at standardized locations
• B.2 - Create a carefully ranked roster of extra safety projects
• B.3 - Install quick, light, and adaptable projects proven to achieve real, tangible benefits (Quick-Build
projects)
• B.6 - Update signal timing plans to enhance safety for all modes of transportation, which may include
adjustments to all-red intervals and pedestrian crossing times.
• B.8 - Create an internal procedure for evaluating and implementing Vision Zero countermeasures on
projects located within the HIN
• B.9 - When identifying safety enhancements, ensure countermeasures align with the City's Complete
Streets policy
• D.1 - Implement the 2016 Bicycle Transportation Plan
• D.2 - Prioritize pedestrian crossing improvements on the High Injury Network
• D.3 - Complete projects that enhance bicycle and pedestrian safety at intersections with turning vehicles
• D.4 - Develop and maintain an Active Transportation Plan
• D.5 - Install high-visibility crosswalks in proximity to schools.
• D.6 - Develop a comprehensive Safe Routes to Schools Plan
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Active Transportation Plan Impact Evaluation Guidelines
Following the Council-approved initiation of any new Active Transportation Plan (ATP)
project, and when parking or traffic impacts are identified during the preliminary
engineering phase (30% design), staff will return to the City Council to present the final
30% design, identified impacts, and potential trade-offs. At that meeting, the Council
will determine whether the project should undergo a detailed impact analysis tailored
to its specific impacts. This level of analysis requires a degree of design detail that is
available only once the 30% design phase has been completed.
The detailed impact analysis described in these guidelines is intentionally scheduled for
this phase of a project because at this phase, the City is advancing a concept from the
ATP into preliminary design. It does not approve final plans or commit to construction.
The purpose of this early design effort is to translate a plan-level concept into a specific
layout that defines lane configurations, parking, intersection control, and other
geometric and operational details.
A 30% level of design is necessary to evaluate traffic and parking impacts with technical
accuracy because traffic analysis tools, such as Synchro, TransCAD, Cube, or Inrix-
based models, require defined lane assignments, turn pockets, signal phasing, parking
layouts, and other project features not known prior to 30% design in order to produce
meaningful estimates of delay, queues, diversion patterns, and parking utilization.
By conducting a detailed analysis at the 30% phase, the City balances accuracy with
flexibility. A complete set of 30% design plans is sufficient for accurate modeling and is
early enough in the design process to allow the Council to call for modifications or
discontinue the project if the identified impacts are unacceptable. In addition, tying the
analysis to the identification of parking or traffic impacts at 30% ensures that funding is
focused on projects where the preliminary design reveals meaningful operational or
parking impacts, rather than expending significant resources on every concept in the
ATP, regardless of its risk profile.
Accordingly, if the Council requests an impact analysis following the 30% phase, then
additional budget must be approved for the project’s Engineering Services Consultant
to manage data collection and to evaluate the 30% design within the context of the
City’s transportation network through traffic or parking analysis.
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The tasks below summarize the scope of what could potentially be required for project
impact analysis. Following the completion of 30% design for impacted projects, the
Consultant will prepare a cost estimate for transportation analysis, which will also be
presented to the Council for consideration when the Council reviews the 30% plans.
If Council supports this approach, staff will incorporate this impact evaluation
framework into the final Active Transportation Plan as an internal policy that then
applies to new ATP projects.
The tasks below may not apply to all projects, but it is assumed that impact analysis
would roughly equate to 10% of project construction costs.
Task 1. Data Collection and Analysis Memorandum
Cost: $5,000 - $10,000
Prepare a memorandum describing the proposed approach to data collection and
analysis. The memo will list all relevant data to be collected based on the project’s
determined impacts and document sources, formats, and methods. This could include
signal phasing, vehicle, pedestrian, and bicycle counts, an inventory of existing traffic
control devices, or an inventory of parking supply. It will specify which transportation
network or traffic operation elements, such as intersection delay, roadway segment
operations, or parking, each dataset will support. The draft memorandum will be
submitted to City staff for review before initiating data collection.
Task 2. Initial Data Collection
Cost: $15,000 - $30,000
• Obtain commercially available origin–destination data, through providers such as
StreetLight, Inrix, or Replica for the project area, including both peak periods.
Collect turning-movement counts at project area intersections for both peak periods,
including vehicle, pedestrian, and bicycle volumes, right-turn-on-red movements,
and initial queues at signalized intersections.
• Conduct a field visit of the project site and broader study area to verify existing and
planned facilities identified in the data collection tasks, confirm any facilities
constructed since prior programming documents, and investigate unusual trends in
traffic patterns.
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Task 3. Traffic Operations Analysis
Cost: $20,000 - $40,000
• Document existing conditions based on collected counts and field observations.
Results will be summarized in narrative text, Level of Service (LOS) tables, figures
visualizing lane configurations, traffic controls, and volumes, and supporting
calculation outputs. If appropriate for evaluating the impacts of interest, speeds
along the project area will be estimated and validated based on the City’s latest
Engineering Traffic Survey, and queue lengths in dedicated turn lanes and through
lanes between intersections under gridlock conditions will be evaluated.
• Develop and refine Synchro traffic models to represent Existing and Existing-Plus-
Project conditions. The models will be used to identify any adverse or significant
impacts associated with the proposed project improvements.
• Assess proposed intersection and corridor layouts for accessibility, including lane
widths and turning radii, and identify opportunities for new or modified traffic
control devices to support operations and safety.
• Develop recommendations to address identified potential operational impacts.
Task 4: Parking Impact Analysis (If needed)
Cost: $5,000 - $15,000
• Prior to conducting a parking survey, develop a geodatabase of on-street parking
supply along the project area. The database will count, by block face, the number of
spaces, as well as all applicable parking regulations, such as permits. The initial
inventory will rely on the City’s GIS database, aerial imagery, and street-level
photography, then verified in the field, and summarized in an exhibit that depicts
curb conditions and the total existing parking supply.
• Perform parking occupancy counts at 30-minute intervals by block face during
typical weekday midday (noon–2:00 p.m.) and evening (8:00–10:00 p.m.) periods,
and on a Saturday to represent weekend conditions.
• Compare parking supply changes associated with the project design to observed
parking demand to quantify the number of on-street spaces affected. The analysis
will include spaces in front of nearby properties within a 500-foot buffer of the
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affected spaces to determine potential redistribution and broader neighborhood
impacts.
Task 5: Impact Report
Cost: $5,000 - $10,000
The combined work will result in a set of findings and recommendations on specific
traffic operations and parking impacts resulting from the project. The report will be
used to inform potential further project development and frame public
communications. The report will be evaluated by the City Council to assess the extent of
the impacts and consider whether the project’s preliminary design should be modified
to minimize the learned impacts or discontinued entirely.
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Project Effectiveness Guidelines
This memo describes the process for using data to measure the success of new projects
recommended in the Active Transportation Plan (ATP), specifically for Class II, Class
IIB, and Class IV bicycle facilities. The goal of this approach is to ensure that
transportation projects developed by the ATP and completed through the City’s Capital
Improvement Program (CIP) successfully advance the City’s goals and priorities.
The ATP supports two City policy priorities. These are traffic safety (Vision Zero Action
Plan) and reducing greenhouse gas emissions (Climate Action Plan). The City’s Vision
Zero Action Plan calls for eliminating serious and fatal collisions by 2040, and the
Climate Action Plan seeks to reduce vehicle trips and their associated emissions in part
by shifting short driving trips to walking, biking, and transit.
To demonstrate progress toward these goals, staff must track the number of people
using new facilities and the safety of those facilities. This proposed data-driven
evaluation approach will allow the City to answer basic but important questions, such
as whether these projects encourage the use of active transportation modes, whether
collision rates are decreasing even as ridership increases, and, potentially, which types
of improvements deliver the greatest benefits.
The City does not currently own the counting technology needed to answer these
questions on a citywide scale. Historically, staff has relied on occasional spot counts or
project-specific traffic studies, which provide only short snapshots of bicycle and
pedestrian volumes. To fully measure the effect of new ATP projects, staff proposes
establishing an approach that combines a one-time citywide baseline count effort along
with project-specific before-and-after counts for key bikeway projects. This will require
the purchase or lease of bike-ped counting equipment and, potentially, the associated
analytics software, so bicycle and pedestrian activity can be measured in a repeatable
way.
Staff recommends that the first action of the ATP should be to conduct a comprehensive
baseline bicycle and pedestrian count at all ATP project locations across the City. This
initial effort would record how many people are currently biking (and walking, where
feasible). The equipment could be repositioned over several weeks or months to cover
all project locations within the ATP, providing the City with a clearer picture of existing
conditions.
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For future Council-approved and initiated bikeway projects, staff proposes a before-
and-after evaluation for Class II, Class IIB, and Class IV bikeways. As a project moves
into design, staff will begin a data collection period at the project location to determine
existing volumes. Counters would be deployed at a set of locations along the project
limits to record bicycle activity on typical weekdays and weekends. At the same time,
staff would track reported collisions using Sheriff reports and SWITRS. This establishes
a clear pre-project picture of both ridership and safety.
After the project is constructed and open to the public, and a suitable amount of time
has passed to account for possible changes in transportation behavior, staff will repeat
this process during the post-project period, using the same locations and equipment to
ensure comparable data. With these two datasets, staff can calculate changes in average
daily and peak-period bicycle volumes, as well as changes in collision rates. The key
metric will not just be the number of collisions, but collisions relative to the number of
bicyclists or pedestrians. A successful project will be one in which more people use the
facility while the collision rate per rider remains the same or decreases. This will be
referred to as the Safety Plus Mode Shift (SPMS) rate, which aligns with Vision Zero and
Climate Action Plan objectives.
To proceed with this approach, the City will need to either purchase equipment or
contract for services. One option is to purchase a set of movable counters. This would
involve an upfront capital cost but would give the City full control over how and when
the equipment is deployed. This approach would also build internal expertise over
time. Another option is to lease equipment or work with a contractor that provides
turnkey services, including counter deployment, data processing, and reporting. This
method would reduce the upfront cost and technical burden, but could be more
expensive if used intensively over many years. A hybrid approach is also possible, in
which the City purchases a small number of cameras for ongoing monitoring and
supplements them with leased equipment or contractor services for larger, one-time
efforts such as the initial citywide baseline.
Staff envisions this work rolling out in phases. In the near term, following Council
direction, staff would refine this evaluation approach, identify preferred equipment and
procurement approaches, and bring forward a funding request. Once counters or
services are secured, staff will conduct the citywide baseline count at ATP priority
project locations. As ATP individual projects advance, staff will complete the one-year
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before-and-after evaluations and prepare project summaries for Council and the
community that describe changes in volumes and safety. Ultimately, this data can be
incorporated into public-facing tools such as dashboards or annual reports for residents
to review projects.
This approach is intended to improve transparency and accountability around active
transportation projects. It gives Council a simple way to compare projects and project
types, it allows designs to be refined based on what works best in practice, and it creates
a feedback loop between adopted policy goals and actual outcomes. By committing to
this measurement approach, the City can signal that success is defined not only by miles
of bikeway delivered, but by quantifiable improvements in safety and mode shift
toward sustainable transportation.
If Council supports this approach, staff will incorporate these guidelines into the final
ATP as an internal policy that then applies to new ATP projects.
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CITY OF CUPERTINO
Agenda Item
Subject: 2026 Bicycle Pedestrian Commission meeting schedule
Review the meeting schedule for 2026 (see Attachment) and consider changes
CITY OF CUPERTINO Printed on 1/27/2026Page 1 of 1
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BICYCLE PEDESTRIAN COMMISSION
2026 MEETING CALENDAR
BICYCLE PEDESTRIAN COMMISSION MEETING CALENDAR
Meeting Date Start
Time
Meeting and Sustainability
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CITY OF CUPERTINO
Agenda Item
Subject: Election of the Bicycle Pedestrian Commission Chair and Vice Chair 2026
Elect the Chair and Vice Chair for the Bicycle Pedestrian Commission for 2026
CITY OF CUPERTINO Printed on 1/27/2026Page 1 of 1
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CITY OF CUPERTINO
Agenda Item
Subject: Review and Approve the Draft Bicycle Pedestrian Commission 2026 Work Plan for a List of
Potential Topics for Discussion at the Commission Meetings
Approve the Draft Bicycle Pedestrian Commission 2026 Work Plan
CITY OF CUPERTINO Printed on 1/27/2026Page 1 of 1
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#Project/Task Project Objective
Justification
Is this item related to the City Work Program,
mandated by law, or Council priority/direction?
(If not, please specify rationale)
Council Goal Estimated timeline
Construct Carmen Road Bridge over Stevens
Creek Blvd.TBD
2 Tamien Innu Continue construction of Tamien Innu.Currently in adopted FY2025-26 CIP Quality of Life
TBD
3 Streamlining Car Speed
Across City
TBD None Quality of Life
TBD
4 Lawrence Mitty Park TBD. Would likely need to be CIP
FY2025-26 CIP TBD
5 Pedestrian Improvements
on Bollinger Rd
TBD. Would likely need to be CIP Some improvements are included within Vision
Zero Action Plan, adopted by City Council July 9,
2024
TBD
6 Stevens Creek Trail
Extension TBD
7 Speed Limit Reduction per
AB43
Study potential for speed limit reductions on
Stelling, Wolfe, Miller and Homestead per AB43 studies, approved by City Council November 18, 2026
8 Torre Ave Library Crossing 2026
9 Intersection Safety
Improvements for
Improve pedestrian safety at the top 10 high-
injury intersections using quick and cost-by City Council July 9, 2024 TBD
10 Regnart Creek Trail
Extension TBD
11 Installation of Bike Racks
on Public Property
Provide recommendations on the installation
of conventional bike racks on public property
store fronts using remaining City funds
9, 2022 2026
12 Active Transportation Plan
13
DRAFT Bicycle Pedestrian Commission 2026 Work Plan
DRAFT
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CITY OF CUPERTINO
Agenda Item
Subject: Staff Update and Commissioner Activity Report (All)
Receive Updates from Staff and Commissioners Regarding Recent Activities
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