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CC 08-19-02
AGENDA CUPERTINO CITY COUNCIL ~ REGULAR ADJOURNED MEETING CUPERTINO REDEVELOPMENT AGENCY ~ REGULAR MEETING 10300 Torre Avenue, City Hall Council Chamber Monday August 19, 2002 6:45 p.m. CITY COUNCIL MEETING ROLL CALL INTERVIEWS - 4:00 p.m. - Conference Room A 1. Conduct interviews of Teen Commission applicants from Hyde Middle School and Homestead High School. RECESS ROLL CALL STUDY SESSION - 5:00 p.m. - Conference Room C 2. Conduct joint meeting with the Planning Commission regarding Community Design and Transportation (with the Valley Transportation Authority). RECESS PLEDGE OF ALLEGIANCE -6:45 p.m. - Council Chambers ROLL CALL CEREMONIAL MATTERS - PRESENTATIONS 3. Presentation to City Council by John Kolski on behalf of the Cupertino Host Lions Club. 4. Presentation of the Cupertino Telecommunications Commission annual report. POSTPONEMENTS WRITTEN COMMUNICATIONS ORAL COMMUNICATIONS This portion of the meeting is reserved for persons wishing to address the council on any matter not on the agenda. Speakers are limited to three (3) minutes. In most cases, State law will prohibit the council from making any decisions with respect to a matter not listed on the agenda. August 19, 2002 Cupertino City Council & Page 2 Cupertino Redevelopment Agency CONSENT CALENDAR Unless there are separate discussions and/or actions requested by council, staff or a member of the public, it is requested that items under the Consent Calendar be acted on simultaneously. 5. Approve the minutes from the July 15 City Council meeting. Adopt resolutions accepting Accounts Payable for July 12, July 19, July 26, August 2, and August 9, Resolution Nos. 02-139 to 02-143. Adopt resolutions accepting Payroll for July 19 and August 2, Resolution Nos. 02-144 and 02-145. 8. Accept the Treasurer's Budget Report - June 2002. 9. Accept Annual Report from July 1, 2001 to June 30, 2002. 10. Approve applications for an Alcoholic Beverage License: mo B. C. D. Oakmont Market, 19944 Homestead Road Loree Liquors, 19050 Stevens Creek Boulevard Peacock Lounge, 19980 Homestead Road 20956 Homestead Road, Suite A1 (no name listed) 11. Adopt a resolution setting the date of September 16 to approve the reorganization of area designated "San Femando Avenue 02-02", property located on the north side of San Femando Avenue between Orange Avenue and Byme Avenue; approximately 0.228 acre, Liu (APN 357-15-039), Resolution No. 02-146. 12. Adopt a resolution of intention to amend the contract with the Public Employee Retirement System (CalPERS) to enhance 1959 survivor benefits, Resolution No. 02-147. 13. Accept street improvements, 10060 S. Stelling Road, APN 359-07-003; Stanley Wang; 10599 N. Stelling Road, APN 326-08-053; Lin-Hal Nan and Hsiao-Yun Tan; 21730 Alcazar Ave., APN 357-19-012; Chiao-Fu and Sue-Fay L. Chang. (No documentation in packet). 14. Adopt a resolution accepting a Grant of Easement for Public Utility Purposes, Maximo Perez, 1248 Weymouth Dr., APN 362-10-067, Resolution No. 02-148. 15. Adopt a resolution authorizing the City Manager to execute an agreement between the City of Cupertino and Field Paoli Architects for the renovation of the Cupertino Sports Center for a fee of $297,125; and authorize the Director of Public Works to execute up to an additional $50,000 of additional services as may be required to complete the work, Resolution No. 02-149. August 19, 2002 Cupertino City Council 8: Page 3 Cupertino Redevelopment Agency 16. Adopt a resolution authorizing the City Manager to approve a Lease Agreement between the City and Devcon Associates XVI for the temporary relocation of the Cupertino Public Library and for the lease of up to 10,175 square feet of commercial space at 10441 Bandley Drive for a period of up to 22 months, with a total lease amount not to exceed $300,000 and with an option to extend the lease for up to two months in an amount not to exceed $30,000, Resolution No. 02-150. 17. Support Proposition 46 (Burton), the Housing and Emergency Shelter Trust Fund Act of 2002, Resolution No. 02-151. ITEMS REMOVED FROM THE CONSENT CALENDAR (above) PUBLIC HEARINGS 18. Conduct a public hearing and adopt a resolution ordering a street name change within the city pursuant to Section 5026 of the Streets and Highways Code to change Maryknoll Court to Peralta Court, Resolution No. 02-152 (item continued from July 15). 19. Approve applications and adopt a resolution approving General Plan Amendments for David Chui (Monta Vista Church) and Allen Wong (Keiki Place), Resolution No. 02-153. Ao Approve application(s) U-2002-05, GPA-2002-01, Z-2002-01, EA-2002-06, David Chui (Monta Vista Church), located at 10051 Pasadena Avenue, APN 357- 17-041: Grant a Negative Declaration Adopt a resolution approving a General Plan Amendment to change the land use designation from Neighborhood Commercial/Residential to Neighborhood Commercial/Residential/Quasi-Public, Resolution No. 02- 153 Conduct the first reading of an ordinance approving a Zoning Application for the rezoning of a 0.45 acre parcel from P(CN, ML, Res 4-12) to P(CN, ML, BQ, Res 4-12) a). First reading of Ordinance No. 1899: "An Ordinance of the City Council of the City of Cupertino Rezoning Approximately a 0.45- acre Lot From P(CN, ML, Res 4-12) to P(CN, ML, BQ, Res 4-12) to Allow Quasi-Public Land Use Activities at 10051 Pasadena' Avenue" Approve an application for a Use Permit to allow a quasi-public use (church) in a portion of an existing office building Bo Approve application(s) U-2002-04, GPA-2002-02, EA-2002-09, Allen Wong (Keiki Place) located at 10931 Maxine Avenue, APN 326-02-052: Grant a Negative Declaration Approve an application for a Use Permit to allow a child care facility in an existing quasi-public building August 19, 2002 Page 4 Cupertino City Council & Cupertino Redevelopment Agency Adopt a resolution approving a General Plan Amendment to change the land use designation of a 1.57- acre parcel from Residential Low Density 1-5 Dwelling Units per Gross Acre to Quasi-Public, Resolution No. 02- 153 Grant a fee waiver for a General Plan Amendment 20. Approve application(s) U-2002-03, EXC-2002-04, EA-2002-05, (Cupertino Town Center) located at the Southwest coruer of Avenues), APN (s) 369-40-017 and 369-40-002. CTC Funding, LLC Rodrigues and Torte mo Co Grant a Negative Declaration Approve an application for a Use Permit to demolish two office buildings (for a temporary parking lot) and construct a 28,000 square foot, two-story office building and a 2,500 square foot commercial building Approve an exception to the Heart of the City Specific Plan to increase the height of an office building from 36' to 45' PLANNING APPLICATIONS 21. Authorize a Public Hearing to consider a General Plan Amendment to increase Residential Allocation in the Heart of the City planning area by 170-300 units for a mixed use Residential/Retail/Office development at the Hewlett Packard site north of Stevens Creek Boulevard between Wolfe Road and Tantau Avenue (APNS: 316-20-078/316-20- 079/316-20-085), Application No. 2002-03, Resolution No. 02-154. UNFINISHED BUSINESS NEW BUSINESS 22. Adopt a resolution authorizing the City Manager to execute an informal letter agreement with De Anza Cupertino Aquatics (DACA) for the temporary use of the pool facilities at Blackberry Farm, Resolution No. 02-155. 23. Direct staff to advertise for the five vacant positions of the Cupertino Bicycle Pedestrian Commission (three four-year terms and two two-year terms) and select application dates for the deadline and interviews. 24. Read and enact urgency Ordinance No. 1900 authorizing the Director of Public Works to approve individual Construction Contract Change Orders not to exceed $100,000 and in the aggregate not to exceed the Council approved contingency fund for each project; and authorize the Director of Public Works to approve extensions of time for construction projects up to a maximum of 60 calendar days. "An Ordinance of the City Council of the City of Cupertino Amending Chapter 3.23 of the Cupertino Municipal Code Relating to Public Works Contracts and Bidding Procedures, Repealing Section 3.23.160 and Adding a New Section 3.23.160 Relating to August 19, 2002 Cupertino City Council & Page 5 Cupertino Redevelopment Agency Change Orders for Additional Work on Public works Contracts and Declaring the Urgency Thereof." 25. Consider a request for reinstatement to Public Safety Commission by Marc Majewski. ORDINANCES 26. Conduct the second reading and enact Ordinance No. 1898: "An Ordinance of the City Council of the City of Cupertino amending Chapter 11.080.270 Related to Skateboarding and Roller Skating." (Allows skating on the two concrete retaining walls parallel to and closest to Torte Avenue between City Hall and the Library). STAFF REPORTS COUNCIL REPORTS Mayor Richard Lowenthal: Economic Development Committee North Central Flood Alternate Northwest Flood Alternate Public Dialog Consortium Santa Clara County Cities Association Santa Clara County Cities Legislative Alternate Santa Clara County Library Joint Powers Authority Toyokawa Sister City Alternate Valley Transportation Authority Policy Advisory Committee - Alternate West Valley Mayors and Managers Vice-Mayor Michael Chang: Audit Committee Leadership Cupertino Legislative Review Committee Library Steering Committee Public Dialog Liaison Santa Clara County Housing and Community Development Block Grant (CDBG) Alternate Santa Clara County Library JPA Alternate West Valley Mayors and Managers Alternate Councilmember Sandra James: Association of Bay Area Governments Economic Development Committee Environmental Review Committee Alternate Library Steering Committee Skate Park Committee Santa Clara County Emergency Preparedness August 19, 2002 Cupertino City Council & Cupertino Redevelopment Agency Page 6 Santa Clara Valley Water Alternate Councilmember Patrick Kwok: Leadership Cupertino Library Steering Committee Alternate North Central Flood Zone Northwest Flood Zone Santa Clara Valley Water Santa Clara County Cities Alternate Skate Park Alternate Toyokawa Sister City Councilmember Dolly Sandoval: Association of Bay Area Governments (ABA) Altemate Audit Committee Environmental Review Committee Legislative Review Committee Santa Clara County Cities Legislative Review Santa Clara County Emergency Preparedness Alternate Santa Clara County Housing and Community Development Block Grant (CDBG) Valley Transportation Authority Policy Advisory Committee CLOSED SESSION ADJOURNMENT REDEVELOPMENT AGENCY MEETING Canceled for lack of business. OF cupertino DRAFT MINUTES CUPERTINO CITY COUNCIL Monday July 15, 2002 ROLL CALL City Council members present: Mayor Richard Lowenthal, Vice-Mayor Michael Chang, and Council members Sandra James, Patrick Kwok, and Dolly Sandoval. Council members absent: None. Cupertino Housing Commission members present: Chairperson Sarah Hathaway-Feit and Commissioners Julia Abdala, Frances Seward, and Richard Schuster. Commissioners absent: Richard Abdalah. Staff present: City Manager David Knapp, City Attomey Charles Kilian, Community Development Director Steve Piasecki, City Planner Cynthia Wordell, Senior Planner Vera Gil, and City Clerk Kimberly Smith. At 4:35 p.m., Mayor Lowenthal called the meeting to order in City Hall Conference Room C, 10300 Torre Avenue, Cupertino. STUDY SESSION Joint study session with the Cupertino Housing Commission to continue review of selection criteria for Below Market Rate (BMR) program and update on options for encouraging public service employee housing. Jaclyn Fabre, Executive Director of Cupertino Community Services, reviewed a handout that listed preliminary recommendations for the Below Market Rate Housing Sales and Rental Programs. Phil Mater, representing the Prometheus Group, noted that increasing the required BMR units from 10-15% is an enormous increase and will affect the viability of future projects. He said the salary ranges of public service workers such as firefighters limit them to the low-income category instead of very-low income. He recommended that 5% of the BMR be assigned to very-low income and 10% be assigned to low income. The Council members concurred on the following items: · To qualify, at least one person in the household must be a permanent employee for at least 35 hours per week, 25 hours of which much be in Cupertino July 15, 2002 Cupertino City Council Page 2 The point system used to prioritize applications shall be modified to give 2 points to Cupertino workers, 1 point to Cupertino residents, and 1 point to public service workers · Retain the current wording in the Mitigation Manual that describes the objective of the BMR program · Retain the current Housing and Urban Development (HUD) program guidelines · To refer this matter to the Housing Commission for further review and recommendation back to Council. RECESS At 6:12 p.m. the Cupertino Housing Commission adjourned, and the City Council went into recess. They reconvened in Conference Room A at 6:18 p.m. ROLLCALL City Council members present: Mayor Richard Lowenthal, Vice-Mayor Michael Chang, and Council members Sandra James, Patrick Kwok, and Dolly Sandoval. Council members absent: None. Staff present: City Manager David Knapp, City Attorney Charles Kilian, Public Works Director Ralph Qualls, Environmental Programs Manager Lavenia Millar, and City Clerk Kimberly Smith. CLOSED SESSION At 6:18 p.m., City Council recessed to a closed session in Conference Room A to discuss the following: Pending Litigation - Government Code Section 54956.9(a), City of Cupertino vs. International Disposal Corporation (IDC), California, case #CV793115. At 6:41 p.m. Council reconvened in open session and the City Attorney announced that the City Council directed counsel to proceed along the lines discussed in closed session. RECESS City Council was in recess from 6:42 p.m. to 6:48 p.m. PLEDGE OF ALLEGIANCE At 6:49 p.m. Mayor Lowenthal called the meeting to order in the Council Chambers, 10300 Torre Avenue, Cupertino, California, and led the Pledge of Allegiance. July 15, 2002 Cupertino City Council Page 3 ROLL CALL City Council members present: Mayor Richard Lowenthal, Vice-Mayor Michael Chang, and Council members Sandra James, Patrick Kwok, and Dolly Sandoval. Council members absent: None. Staff present: City Manager David Knapp, City Attorney Charles Kilian, Community Development Director Steve Piasecki, Senior Planner Vera Gil, Public Information Officer Rick Kitson, Public Works Director Ralph Qualls, and City Clerk Kimbedy Smith. CEREMONIAL MATTERS - PRESENTATIONS - None POSTPONEMENTS - None WRITTEN COMMUNICATIONS - None ORAL COMMUNICATIONS Mr. E. J. Conens, Cupertino resident, referred to development planned at the Town Center, and asked that Council not allow any building beyond the current height limits. Mr. Paul Flowers, 2109 Coolidge Drive, discussed the impact of DeAnza College construction on student parking. He asked if the parking spaces on Mary Avenue that were designated for Senior Center parking could be re-opened for public parking. He also noted that many students got parking tickets because they didn't see the new signs for restricted parking. Ms. Leila Forouhi, 11551 Upland Court, also asked to have all parking on Mary available to the public, and to have ticket costs refunded to students who were not aware of the new restrictions. She referred to a recent accident on Bubb Road involving a little boy on a bicycle, and she asked about what steps the City was taking to improve bicycle and pedestrian safety. CONSENT CALENDAR Kwok/James moved to approve items 3-11 and 14-17 on the Consent Calendar as recommended. Vote: Ayes: Chang, James, Kwok, Lowenthal, Sandoval. Noes: None. 3. Approve the minutes from the July 1 City Council meeting. 4. Accept Accounts Payable for June 28 and July 5, Resolution Nos. 02-129 and 02-130. 5. Accept Payroll for July 5, Resolution No. 02-131. 6. Accept the Treasurer's Budget Report for May 2002. o Approve application for an Alcoholic Beverage License, Target Corporation, 20745 Stevens Creek Boulevard. 5'-3 July 15, 2002 Cupertino City Council Page 4 Approve a fee waiver request in the approximate amount of $11,433.00 for the Cupertino Chamber of Cornmerce's 2002 Art and Wine Festival. Rescind Resolution No. 01-211 and adopt the amended Conflict of Interest Code of the City of Cupertino for officials and designated employees, Resolution 02-132. 10. Recommend the appointment of Marc Auerbach as the City representative to the San Tomas Aquino/Saratoga Creek Trail Streamside Park Committee. 11. San Tomas Aquino-Saratoga Creek Trail: a). Authorize the City Manager to negotiate a Joint Use Agreement with Santa Clara County for the San Tomas Aquino-Saratoga Creek Trail, Resolution No. 02-133 b). Authorize the City Manager to negotiate a Joint Use Agreement with Santa Clara Valley Water District for the San Tomas Aquino-Saratoga Creek Trail, Resolution No. 02-134 14. 15. Accept improvements (curb & gutter, AC pavement, driveway, grading) for Michael and Malka Nagel, 10180 Camino Vista, APN 342-14-057. (No documentation in packet). Approve Contract Change Order No. 1 in the amount of $ 3,301.69 for the Traffic Signal Modification Project at Blaney Avenue and Stevens Creek Boulevard, City Project No. 2001-01, Resolution No. 02-135. 16. Accept city projects performed under contract for the Traffic Signal Modification Project at Blaney Avenue and Stevens Creek Boulevard, City Project No. 2001-01 (Republic Electric). (No documentation in packe0. 17. Approve a transfer totaling $124,253 in Community Development Block Grant (CDBG) funds from the affordable housing fund account to the Cupertino Community Services Vista Drive development account, Resolution No. 02-136. ITEMS REMOVED FROM THE CONSENT CALENDAR (above) 12. Review bids and award contract for the San Tomas Aquino-Saratoga Creek Trail (Reach 5), Project 2002-9116 to Grade Tech. Inc. in the amount of $400,043.00; and approve a construction contingency of $40,000.00. Sandoval/Chang moved to adopt the staff recommendation, which was to award a contract for the San Tomas Aquino-Saratoga Creek Trail (Reach 5) Improvement Project, Project 2002-9116 to Grade Tech. Inc. in the amount of $400,043.00; and approve a construction contingency of $40,000.00; and authorize the City Manager to execute any necessary temporary construction and access easements for the project. Vote: Ayes: Chang, James, Kwok, Lowenthal, Sandoval. Noes: None. 13. Review bids and award contract for Maintenance of Curbs, Gutters and Sidewalks, Project No. 2002-02 to Tally's Enterprises in the amount of $520,635.00 and approve a July 15, 2002 Cupertino City Council Page 5 contingent amount of up to $150,000 for additional work that may be identified in the second half of the fiscal year as approved by the Director of Public Works. Sandoval said that a complaint had been filed against Tally's Enterprises regarding failure to pay prevailing wages. Sandoval moved to reject all bids. Kwok seconded for purposes of discussion. Council members discussed whether this project should be delayed, rejected, or awarded to the next lowest bidder. Ralph Qualls, Public Works Director, noted that this issue had been brought to his notice in April, and he had requested documentation of the violation, but to date, none has been provided. He explained that if the contractor failed to meet prevailing wage provisions, the City could cancel the contract. Charles Kilian, City Attorney, explained a hearing that would be required if Council chose to select the next lowest bidder. Motion to reject all bids failed by the following vote: Noes: James, Kwok, and Lowenthal. Ayes: Sandoval and Chang. James/Kwok moved to award the project to the lowest bidder, Tally's Enterprises, in the amount of $520,635.00; and approve a contingent amount of up to $150,000 for additional work that may be identified in the second half of the fiscal year as approved by the Director of Public Works. Motion carried by the following vote: Ayes: James, Kwok, Lowenthal. Noes: Chang and Sandoval. PUBLIC HEARINGS 18. Conduct a public hearing and order a street name change within the city pursuant to Section 5026 of the Streets and Highways Code to change Maryknoll Court to Peralta Court. Sandoval/James moved to continue this item until August 19 at the request of staff. PLANNING APPLICATIONS UNFINISHED BUSINESS NEW BUSINESS 19. Conduct a hearing and approve assessment of fees for the annual Hazardous Vegetation Management Program (weed abatement on private parcels), Resolution No. 02-137. Mary and Harrison Ngai, owners of 7554 De Foe Drive, said they had not received notice of the abatement process. They acknowledged that a contractor had come to their property and removed weeds, but they believed the work was done on property that did not belong to them. Council directed staff to verify the ownership of the parcel and the location of the weed removal, and make any adjustments necessary to the list of parcels to be assessed. July 15, 2002 Cupertino City Council Page 6 Mr. Papken Der-Torossian, owner of 10410 Stem Avenue, said he had hired someone to remove the weeds but the contractor had transportation difficulties and was unable to do the job. James/Kwok moved to adopt Resolution 02-137. Vote: Ayes: Chang, James, Kwok, Lowenthal, Sandoval. Noes: None. 20. Set a public hearing for a General Plan amendment to change the land use designation on a 1.57-acre parcel located at 10931 Maxine Avenue from Residential Low Density (1-5 Dwelling Units per Gross Acre) to Quasi Public, Resolution No. 02-138. James/Sandoval moved to adopt Resolution 02-138 and authorize a public hearing for a General Plan amendment. Vote: Ayes: Chang, James, Kwok, Lowenthal, Sandoval. Noes: None. 21. Review and comment on the library naming opportunities offered in conjunction with the Community Fundraiser for $1.2 million. Kwok/Sandoval moved to accept the report. Vote: Ayes: Chang, James, Kwok, Lowenthal, Sandoval. Noes: None. 22. Designate a Voting Delegate and alternate for the League of California Cities Annual Conference on October 2-5 in Long Beach. Council members concurred to designate Mayor Richard Lowenthal as the Voting Delegate and Council member Patrick Kwok as the alternate. 23. First reading of Ordinance No. 1898: "An Ordinance of the City Council of the City of Cupertino amending Chapter 11.080.270 Related to Skateboarding and Roller Skating." (Allows skating on the two concrete retaining walls parallel to and closest to Torre Avenue between City Hall and the Library). The City Clerk read the title of the ordinance. James/Chang moved and seconded to read the ordinance by title only, and that the City Clerk's reading would constitute the first reading thereof. Vote: Ayes: Chang, James, Lowenthal. Noes: Kwok and Sandoval. ORDINANCES - None STAFF REPORTS - None COUNCIL REPORTS Council members highlighted the activities of their committees and various community events. CLOSED SESSION - None July 15, 2002 Cupertlno City Council Page 7 ADJOURNMENT At 8:25 p.m. the meeting was adjourned to August 19 at 4:00 p.m. in Conference Room A to conduct interviews of Teen Commission applicants from Hyde Middle School and Homestead High School. A joint meeting with the Planning Commission will follow from 5:00 - 6:00 p.m. on August 19 in Conference Room C regarding Community Design and Transportation (with the Valley Transportation Authority). Kimberly Smith, City Clerk For more information: Staff reports, backup materials, and items distributed at the meeting are available for review at the City Clerk's Office, 777-3223. Televised Council meetings may be viewed live on Cable Channel 26, and may also be viewed live or on demand at www.cupertino.org. Videotapes of the televised meetings are available at the Cupertino Library, or may be purchased from the Cupertino City Channel, 777-2364. .5'-7 DRAFT RESOLUTION NO. 02-139 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ALLOWING CERTAIN CLAIMS AND DEMANDS PAYABLE IN THE AMOUNTS AND FROM THE FUNDS AS HEREINAFTER DESCRIBED FOR GENERAL AND . MISCELLANEOUS EXPENDITURES FOR THE PERIOD ENDING JULY 12, 2002 WHEREAS, the Director of Administrative Services or her designated representative has certified to accuracy of the following claims and demands and to the availability of funds for payment hereof; and WHEREAS, the said claims and demands have been audited as required by law. NOW, THEREFORE, BE IT RESOLVED, that the City Council hereby allows the following claims and demands in the amounts and from the funds as hereinafter set forth in Exhibit "A". CERTIFIED: Director:of Admlmstratlve Se~mes PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19thday of August ., 2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino 07/12/02 ACCOUNTING PERIOD: 1/03 CITY OF CUPERTINO CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/08/2002" and "07/12/2002" FUND - 110 - GENERAL FUND CASH ACCT C~ECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594267 07/12/02 2328 1020 594267 07/12/02 2328 1020 594267 07/12/02 2328 TOTAL CHECK A/C SERVICE & DESIGN CO. 1108503 A/C SERVICE & DESIGN CO. 1108507 A/C SERVICE & DESIGN CO. 1108501 1020 594268 07/12/02 1680 ADVANTAGE GRAFIX 4209119 1020 594269 07/12/02 29 LYNNE DIANE AITKEN 5706450 1020 594270 07/12/02 2276 AI~RA 1104510 1020 594271 07/12/02 888 ALOHA POOL MAINTENANCE I 5708510 1020 594272 1020 594272 1020 594272 1020 594272 TOTAL CHECK 07/12/02 44 AMERICAN RED CROSS 5806349 07/12/02 44 AMERICAN RED CROSS 5806349 07/12/02 44 AMERICAN RED CROSS 5806349 07/12/02 44 AMERICAN RED CROSS 5606620 1020 594273 1020 594273 1020 594273 1020 594273 1020 594273 1020 594273 TOTAL CHECK 07/12/02 2298 ARCH WIRELESS 1106265 07/12/02 2298 ARCH WIRELESS 1107501 07/12/02 2298 ARCH WIRELESS 1104400 07/12/02 2298 ARCH WIRELESS 1108501 07/12/02 2298 ARCH WIRELESS 1106400 07/12/02 2298 ARCH WIRELESS 6104800 1020 594274 1020 594275 1020 594275 TOTAL CHECK 07/12/02 96 07/12/02 2501 07/12/02 2501 ARROWHEAD MTN SPRING WAT 5606620 AT&T BROADBAND 1103300 AT&T BROADBAI~TD 1106500 1020 594276 1020 594277 1020 594278 1020 594279 1020 594280 1020 594281 07/12/02 M2003 07/12/02 M2003 07/12/02 2504 07/12/02 85 07/12/02 M 07/12/02 M AUERBACH, MARC 1101070 AVENIDAS I & A 5506549 ~%TNE-LORRAINE BAHI 5706450 BAY ALARM COMPANY 1108502 BIRKHOLZ, JACK 580 BRUNER, MELANIE 580 CALIFORNIA SPORT DESIGN 5806449 1020 594282 1020 594283 1020 594283 1020 594283 1020 594283 07/12/02 809 07/12/02 132 07/12/02 132 07/12/02 132 07/12/02 132 CALIFORNIA WATER SERVICE 1108407 CALIFORNIA WATER SERVICE 1108314 CALIFOP~NIA WATER SERVICE 1108407 CALIFORNIA WATER SERVICE 1108508 ..... DESCRIPTION ...... SALES TAX PAGE 1 AMOUNT SRVS 0.00 2520.93 SRVS 0.00 252.95 SRVS 0.00 232.00 0.00 3005.88 CALL FOR BIDS 16690 0.00 290.54 SERVICE AGREEMENT FOR 0.00 120.00 EMPLOYEE WATER 0.00 247.50 MAINT 0.00 475.52 CERT CARDS 17069 0.00 190.00 SUPPLIES RENTAL ~2N-D MA 0.00 175.00 SUPPLIES RENTAL AND MA 0.00 513.00 TRAINING 0.00 110.00 0.00 988.00 JULY 2002 0.00 11.59 JULY 2002 0.00 7.59 JULY 2002 0.00 19.09 JI/LY 2002 0.00 81.55 JULY 2002 0.00 13.18 JT3LY 2002 0.00 13.59 0.00 146.59 0.00 0.00 0.00 0.00 JUNE2002 WATER SERV 7/01-7/31 7/01-7/31 REIMBURSEMENT PLAN COM 10 COPIES SERVICE AGREEMENT FOR MONITOR FEE 7/1-10/1/0 Refund: Check - SLTMMER Refund: Check - SUb~4ER SUPPLIES SRV JUNE 2002 SRVJTJNE 2002 SRVJUNE 2002 SRV JI3NE 2002 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 359.02 15.82 5.27 21.09 27.00 70.00 120.00 735.75 15.00 154.00 1525.09 5982.50 29.98 325.52 7.50 RUN DATE 07/12/02 TIME 11:05:46 - FINAMCIAL ACCO~ING 07/12/02 ACCOUNTING PERIOD: 1/03 CITY OF CUPERTINO CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/08/20~2" and "07/12/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO 1020 594283 TOTAL CHECK ISSUE DT .............. VENDOR ............. FUND/DEPT 07/12/02 132 CALIFORNIA WATER SERVICE 1108314 1020 594284 1020 594284 1020 594284 1020 594284 1020 594284 TOTAL CHECK 07/12/02 149 C3%SH 1104400 07/12/02 149 CASH 1101201 07/12/02 149 CASH 1101201 07/12/02 149 CASH 1101000 07/12/02 149 CASH 1107200 1020 594285 07/12/02 152 CEB:CONTINUING EDUCATION 1101500 1020 594286 07/12/02 2739 CENTRAL COAST WILDS 4209116 1020 594287 1020 594288 1020 594289 1020 594289 1020 594289 TOTAL CHECK 07/12/02 M 07/12/02 983 07/12/02 192 07/12/02 192 07/12/02 192 CHAO, LI-CHUN 580 CLARK'S HARDWOOD FLOORS 1108504 CMC OCCUPATIONAL HEALTH 1104510 CMC OCCUPATIONAL HEALTH 5806449 CMC OCCUPATIONAL HEALTH 5806449 1020 594290 1020 594290 TOTAL CHECK 07/12/02 173 07/12/02 173 COCA-COLA BOTTLING OF CA 5706450 COCA-COLA BOTTLING OF CA 5706450 1020 594291 1020 594292 1020 594292 TOTAL CHECK 07/12/02 2704 07/12/02 1312 07/12/02 1312 BRIAN CORDIEL 5606620 COUNTRY CLUB CAR WASH 6308840 COUNTRY CLUB CAR WASH 6308840 1020 594293 1020 594293 TOTAL CHECK 07/12/02 1130 07/12/02 1130 THE COURT WORKS 1108303 THE COURT WORKS 1108303 1020 594294 1020 594294 TOTAL CHECK 07/12/02 194 07/12/02 194 CUPERTINO SUPPLY INC CUPERTINO SUPPLY INC 1108504 5606620 1020 594295 1020 594296 1020 594296 1020 594296 TOTAL CHECK 07/12/02 210 07/12/02 212 07/12/02 212 07/12/02 212 DEEP CLIFF ASSOCIATES L 5806449 DEPARTMENT OF CONSERVATI 1100000 DEPARTMENT OF CONSERVATI 110 DEPARTMENT OF CONSERVATI 110 1020 594297 1020 594298 07/12/02 676 07/12/02 214 DEPARTMENT OF JUSTICE 1104510 DEPARTMENT OF TP~ANSPORTA 1108602 ..... DESCRIPTION ...... SALES TAX SRV JUNE 2002 0.00 0.00 PAGE 2 AMOUNT 1302.06 7647.56 PETTY CASH 7/1-7/8 0.00 69.90 PETTY CASH 7/1-7/8 0.00 17.16 PETTY CASH 7/1-7/8 0.00 91.90 PETTY CASH 7/1-7/8 0.00 10.60 PETTY CASH 7/1-7/8 0.00 10.77 0.00 200.33 CA DIV MAP 20% DEPOSIT/PO 16694 Refund: Check - SUMMER SRVS SRVS SRVS SRVS FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC SERVICE AGREEMENT FOR SRVS/PO 8646 SRVS/PO 8646 PARTS & SUPPLIES PARTS & SUPPLIES SUPPLIES FY 2001-2002 OPEN PURC 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 SERVICE AGREEMENT FOR SEISMIC FEE 4/1-6/30 SEISMIC FEE 4/1-6/30 SEISMIC FEE 4/1-6/30 FINGERPRINTING FY 2001-2002 OPEN PURC 73.64 73.77 138.00 2394.00 75.00 15.00 15.00 105.00 210.30 263.60 473.90 115.00 125.00 150.00 275.00 470.91 358.69 829.60 62.60 26.21 88.81 15804.00 -312.45 5182.70 1066.38 5936.63 736.00 85.92 RUN DATE 07/12/02 TIME 11:05:46 - FIN~CIAL ACCO~ING 07/12/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CI4ECK REGISTER - DISBURSEMENT FL~TD SELEC~rION CT~ITERIA: transact.trans_date between "07/08/2002" and "07/12/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594299 07/12/02 1983 1020 594300 07/12/02 1104 1020 594301 07/12/02 222 1020 594302 07/12/02 223 1020 594303 07/12/02 M 1020 594304 07/12/02 2740 1020 594305 07/12/02 249 1020 594305 07/12/02 249 1020 594305 07/12/02 249 TOTAL CHECK 1020 594306 07/12/02 ME2003 1020 594307 07/12/02 1949 1020 594307 07/12/02 1949 TOTAL CHECK 1020 594308 07/12/02 253 1020 594309 07/12/02 2589 1020 594310 07/12/02 2659 1020 594311 07/12/02 268 1020 594312 07/12/02 274 1020 594312 07/12/02 274 1020 594312 07/12/02 274 1020 594312 07/12/02 274 TOTAL CHECK 1020 594313 07/12/02 M2003 1020 594314 07/12/02 2719 1020 594315 07/12/02 291 1020 594316 07/12/02 292 1020 594317 07/12/02 2630 1020 594318 07/12/02 2510 1020 594319 07/12/02 2667 DESILVA GATES CONSTRUCTI 2709450 DIVERSIFIED RISK 1104540 DKS ASSOCIATES 2709531 DON & MIKE'S SWEEPING IN 2308004 Duffy, Mary 550 ELECTRONIC LOCK SOLUTION 5708510 ESBRO CHEMICAL 5606620 ESBRO CHEMICAL 5606620 ESBRO CHEMICAL 5606620 ..... DESCRIPTION ...... SALES TAX PUBLIC WORKS CONTRACT JULY 4TH EVENTS SERVICE AGREEMENT FOR JUNE 2002 STREET SWEEP Refund: Check - Rental SERVICE CALL FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC ESSELSTROM, ASHLEY 1100000 REPLACE LOST CHECK EVENT SERVICES 5208003 SRVS EVENT SERVICES 1108503 SRVS EXCHANGE LINEN SERVICE 5606620 JOHN FEEMSTER 5506549 FLAGS OVER AMERICA INC. 1108501 FOSTER BROS SECURITY SYS 1108507 FRY'S ELECTRONICS 6104800 FRY'S ELECTRONICS 1108315 FRY'S ELECTRONICS 1108501 FRY'S ELECTRONICS 1108315 FURGERSON, TERRY 570 GCS SERVICE, INC. 5606620 GOLDEN TOUCH LANDSCAPING 1108314 GOLFLAND ENTERTAINMENT C 5806349 GREGORY B. BRAGG & ASSOC 6204550 HI-LINE 6308840 HILTON FARNKOPF & HOBSON 5208003 FY 2001-2002 OPEN PURC TRAINING EXCEL CLASSES SUPPLIES SUPPLIES SUPPLIES 16591 SUPPLIES/PO 15641 SUPPLIES/PO 8266 SUPPLIES/PO 8651 REFUNDABLE DEPOSIT REPAIRS LANDSCAPING FIELD TRIP 7/05 W.COMP ADM 7/1-7/31 SRVS/PO 8621 SERVICE AGREEMENT FOR 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 3 AMOUNT 130485.17 477.18 3523.87 10876.05 750.00 95.00 483.47 455.16 375.44 1314.07 133.73 162.38 102.84 265.22 196.24 400.00 109.80 386.04 55.16 59.46 487.11 484.54 1086.27 250.00 468.75 2571.00 358.75 1500.00 264.43 7654.75 RUN DATE 07/12/02 TIME 11:05:47 - FINANCIAL ACCOUNTING 07/12/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION C~ITERIA: transact.trans date between "07/08/2002" and "07/12/2002" FUND - 110 - GENERAL FUND CASH ACCT CI~ECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT ..... DESCRIPTION SALES TAX PAGE 4 AMOUNT 1020 594320 07/12/02 2064 HOWARD G HOFF JR. 1104400 1020 594322 07/12/02 334 HOME DEPOT/GECF 5606620 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108506 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108501 1020 594322 07/12/02 334 HOFIE DEPOT/GECF 1108408 1020 594322 07/12/02 334 HOME DEPOT/GECF 5606620 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108303 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108501 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108407 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108303 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108501 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108303 1020 594322 07/12/02 334 HOME DEPOT/GECF 5606620 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108408 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108408 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108408 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108506 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108407 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108506 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108830 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108506 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108506 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108312 1020 594322 07/12/02 334 ROME DEPOT/GECF 1108315 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108506 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108506 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108506 1020 594322 07/12/02 334 HOME DEPOT/GECF 1108321 1020 594322 07/12/02 334 HOME DEPOT/GECF 2708405 TOTAL CHECK 1020 594323 1020 594324 1020 594325 1020 594326 1020 594327 1020 594327 1020 594327 TOTAL CHECK 1020 594328 1020 594329 1020 594330 07/12/02 1951 HOMESTEAD F.F.C. INC 5806349 07/12/02 M HSIEH, SHU-TUAU 580 07/12/02 1847 THE IDEA BROKERS 5606620 07/12/02 2299 INDUSTRI~L SAFETY & HAZM 1108201 07/12/02 995 INSERV COMPANY 1108504 07/12/02 995 INSERV COMPANY 1108502 07/12/02 995 INSERV COMPANY 1108501 07/12/02 M IWASA, MARIKO 580 07/12/02 1977 JOE'S T~CTOR SERVICE 1108302 07/12/02 2285 KATHRYN KELLY JOESTEN 1106265 FIRST AID CLASS SUPPLIES 15778 SUPPLIES 24005 SUPPLIES 15645 SUPPLIES 8661 SUPPLIES 15768 SUPPLIES 24314 SUPPLIES 15642 SUPPLIES 8653 SUPPLIES 8650 SUPPLIES 23681 SUPPLIES 8640 SUPPLIES 15776 SUPPLIES 27184 SUPPLIES 24514 SUPPLIES 24513 SUPPLIES 8638 SUPPLIES 8647 SUPPLIES 15637 SUPPLIES 15349 SUPPLIES 15638 SUPPLIES 8612 SUPPLIES 8629 SUPPLIES 24313 RETURN/SUPPLIES 8638 RETT3RN/SUPPLIES 8612 RETLTRN/SUPPLIES SUPPLIES/PO 24304 SUPPLIES/PO 8678 BOWLING 7/03 17505 Refund: Check - SUffER SUPPLIES TRAINING WATER TRTMNT JULY2002 WATER TRTMNT JLTLY2002 WATER TRTMNT JULY2002 Refund: Check - SRVS SERVICE AGREEMENT FOR 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 80.00 66.66 52.40 25.44 490.25 246.38 42.87 32.24 146.21 71.00 48.68 41.18 6.50 37.68 35.68 7.55 133.24 207.94 29.40 44.87 18.80 261.22 458.64 31.97 -12.93 -63.84 -49.75 48.86 55.65 2514.79 96.00 85.00 368.94 2625.00 175.72 175.73 175.73 527.18 166.50 1000.00 100.00 RUN DATE 07/12/02 TIME 11:05:48 - FINANCIAL ACCOUNTING 07/12/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~4ECK REGISTER - DISBURSEMENT FUN-D SELECTION CRITERIA: transact.trans_date between "07/08/2002" and "07/12/2002" FUND - 110 - GENEPJ{L FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594331 07/12/02 369 1020 594331 07/12/02 369 TOTAL CHECK KELLY-MOORE PAINT CO INC 5708510 KELLY-MOORE PAINT CO INC 1108506 1020 594332 07/12/02 M2003 KING, SCOTT 110 1020 594333 07/12/02 372 KINKO'S INC 1101060 1020 594334 07/12/02 2503 CURTIS KONNO 5706450 1020 594335 07/12/02 385 ~ SAFETY SUPPLY 1108407 1020 594336 07/12/02 386 MICHAEL LAMB 5806349 1020 594337 07/12/02 M LEE, JIN-WOOK 580 1020 594338 07/12/02 397 LESLIE'S POOL SUPPLIES I 1108321 1020 594338 07/12/02 397 LESLIE'S POOL SUPPLIES I 1108321 1020 594338 07/12/02 397 LESLIE'S POOL SUPPLIES I 1108321 TOTAL CHECK 1020 594339 1020 594340 1020 594341 1020 594341 TOTAL CHECK 1020 594342 1020 594342 TOTAL CHECK 1020 594343 1020 594344 1020 594345 1020 594346 1020 594347 1020 594348 1020 594348 TOTAL CHECK 07/12/02 ME2003 LEVY, KAREN 5806449 07/12/02 M Lewin, Aha 550 07/12/02 2588 RICHARD A. MADDEN 1104400 07/12/02 2588 RIC~IARDA. MOkDDEN 1104400 07/12/02 1175 MCWHORTER & YOUNG 2708405 07/12/02 1175 MCWHORTER & YOUNG 1108201 07/12/02 1868 07/12/02 1804 07/12/02 1804 07/12/02 444 07/12/02 448 07/12/02 465 07/12/02 465 07/12/02 941 07/12/02 1550 1020 594349 1020 594350 METRO MOBILE CO~4UNICATI 1108501 MINOLTA PLANETARIUM 5806349 MINOLTA PLANETARIUM 5806349 MINTON'S LUMBER 5806349 MISSION VALLEY FORD INC 6308840 MOUNTAIN VIEW GARDEN CEN 1108315 MOUNTAIN VIEW GARDEN CEN 1108312 MUZAK 1103500 ADONIS L NECESITO 1103500 ..... DESCRIPTION SUPPLIES PAINT SUPPLIES 15649 ENCROACH BOND RFD BANNERS 40 YRS OF FUN SERVICE AGREEMENT FOR SUPPLIES/PO 8662 TALENT SHOW 7/17 Refund: Check - SU~MER SUPPLIES SUPPLIES POOL SUPPLIES AQUATICS SUPPLIES Refund: Check - Medica SRVS 7/01-7/05 SUPPLIES 24521 SUPPLIES 24512 SUPPLIES NATURE CAMP 7/12 A.M. NATURE CAMP 7/12 P.M. SUPPLIES SUPPLIES/PO 8675 SUPPLIES LANDSCAPE SUPPLIES SERVICES J~JL-DEC 2002 SERVICE AGREEMENT FOR SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 5 AMOUNT 144.72 33.16 177.88 500.00 463.74 120.00 475.72 135.00 14.00 7.70 21.05 98.69 127.44 61.54 20.00 500.00 500.00 1000.00 24.22 24.37 48.59 1560.97 175.00 108.50 36.52 38.81 90.72 64.84 155.56 357.96 592.50 RUN DATE 07/12/02 TIME 11:05:49 - FINANCIAL ACCOUNTING 07/12/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT SELECTION CRITERIA: transact.trans_date between "07/08/2002" and "07/12/2002" FUND - 110 - GENER/tL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT ..... DESCRIPTION ...... SALES TAX PAGE 6 AMOUNT 1020 594351 07/12/02 2562 NEWCOMB MECHANICAL INC. 1108501 1020 594351 07/12/02 2562 NEWCOMB MECHANICAL INC. 1108501 TOTAL CHECK 1020 594353 07/12/02 493 OFFICE DEPOT 1107501 1020 594353 07/12/02 493 OFFICE DEPOT 1108601 1020 594353 07/12/02 493 OFFICE DEPOT 1104530 1020 594353 07/12/02 493 OFFICE DEPOT 1104300 1020 594353 07/12/02 493 OFFICE DEPOT 1108303 1020 594353 07/12/02 493 OFFICE DEPOT 1106100 1020 594353 07/12/02 493 OFFICE DEPOT 2204010 1020 594353 07/12/02 493 OFFICE DEPOT 1104400 1020 594353 07/12/02 493 OFFICE DEPOT 1104000 1020 594353 07/12/02 493 OFFICE DEPOT 1108601 1020 594353 07/12/02 493 OFFICE DEPOT 1101000 1020 594353 07/12/02 493 OFFICE DEPOT 1108408 1020 594353 07/12/02 493 OFFICE DEPOT 1107501 1020 594353 07/12/02 493 OFFICE DEPOT 1104300 1020 594353 07/12/02 493 OFFICE DEPOT 1108601 1020 594353 07/12/02 493 OFFICE DEPOT 1104510 1020 594353 07/12/02 493 OFFICE DEPOT 1104000 1020 594353 07/12/02 493 OFFICE DEPOT 1104000 1020 594353 07/12/02 493 OFFICE DEPOT 1101000 1020 594353 07/12/02 493 OFFICE DEPOT 1108408 1020 594353 07/12/02 493 OFFICE DEPOT 1104000 1020 594353 07/12/02 493 OFFICE DEPOT 5806449 1020 594353 07/12/02 493 OFFICE DEPOT 1106265 1020 594353 07/12/02 493 OFFICE DEPOT 5806349 1020 594353 07/12/02 493 OFFICE DEPOT 1104530 1020 594353 07/12/02 493 OFFICE DEPOT 1106265 1020 594353 07/12/02 493 OFFICE DEPOT 2308004 1020 594353 07/12/02 493 OFFICE DEPOT 1108101 1020 594353 07/12/02 493 OFFICE DEPOT 1108101 1020 594353 07/12/02 493 OFFICE DEPOT 1108101 1020 594353 07/12/02 493 OFFICE DEPOT 1106265 1020 594353 07/12/02 493 OFFICE DEPOT 1108101 TOTAL CHECK 1020 594354 07/12/02 1190 RONALD OLDS 1103500 1020 594355. 07/12/02 500 OPERATING ENGINEERS PUB 1104510 1020 594355 07/12/02 500 OPERATING ENGINEERS PUB 110 1020 594355 07/12/02 500 OPERATING ENGINEERS PUB 1104510 TOTAL CHECK 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108407 1020 594356 07/12/02 981 ORC}{ARD SUPPLY HARDWARE 2708404 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108321 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 2708405 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108315 SRVS 0.00 5195.50 SRVS 0.00 455.00 0.00 5650.50 SUPPLIES 0.00 1.59 SUPPLIES 0.00 0.53 SUPPLIES 0.00 0.53 SUPPLIES 0.00 2.12 SUPPLIES 0.00 0.53 SUPPLIES 0.00 0.53 OFFICE SUPPLIES 0.00 49.65 OFFICE SUPPLIES 0.00 152.89 OFFICE SUPPLIES 0.00 12.99 SUPPLIES 0.00 2.69 SUPPLIES 0.00 0.53 RETURN 170077945001 0.00 -163.42 SUPPLIES 0.00 38.63 SUPPLIES 0.00 2.65 SUPPLIES 0.00 5.47 SUPPLIES 0.00 1.06 SUPPLIES 0.00 1.06 SUPPLIES 0.00 0.53 SUPPLIES 0.00 32.34 SUPPLIES 8663 0.00 510.28 OFFICE SUPPLIES 0.00 279.71 OFFICE SUPPLIES 0.00 28.30 OFFICE SUPPLIES 0.00 4.86 OFFICE SUPPLIES 0.00 43.26 OFFICE SUPPLIES 0.00 52.66 OFFICE SUPPLIES 0.00 115.40 OFFICE SUPPLIES 0.00 10.77 OFFICE SUPPLIES 0.00 73.11 OFFICE SUPPLIES 0.00 139.11 SUPPLIES 0.00 26.49 OFFICE SUPPLIES 0.00 20.56 OFFICE SUPPLIES 0.00 62.58 0.00 1509.99 SERVICE AGREEMENT FOR H & W P.W. RETIREE H & W P.W. JULY2002 H & W P.W. RETIRED SPL SUPPLIES 27185 SUPPLIES 8618 SUPPLIES 8620 SUPPLIES 27107 ON-TIME DISCOUNT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 100.00 784.00 5488.00 3360.00 9632.00 53.01 513.61 401.03 26.98 -51.20 RUN DATE 07/12/02 TIME 11:05:50 - FIN~CI~ ACCO~ING 07/12/02 CITY OF CUPERTINO PAGE 7 ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION C7~ITERIA: transact.trans_date between "07/08/2002" and "07/12/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 2708405 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108315 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108321 1020 594356 07/12/02 981 ORCHARD SUPPLY HA_~DWARE 1108315 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108830 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 2708405 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108315 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108830 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 6308840 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108315 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108315 1020 594356 07/12/02 981 ORCHARD SUPPLY H~WARE 1108408 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108315 1020 594356 07/12/02 981 ORCHARD SUPPLY HARDWARE 1108312 TOTAL CHECK 1020 594357 07/12/02 507 DAN OSBORNE DBA:OSBORNE 1108501 1020 594357 07/12/02 507 DAN OSBORNE DBA:OSBORNE 1108501 TOTAL CHECK 1020 594358 07/12/02 M2003 PABOOJIAN, SHANNON 110 1020 594359 07/12/02 2692 PACIFIC BELL 1108201 1020 594359 07/12/02 2692 PACIFIC BELL 1108503 1020 594359 07/12/02 2692 PACIFIC BELL 5606640 1020 594359 07/12/02 2692 PACIFIC BELL 1108507 1020 594359 07/12/02 2692 PACIFIC BELL 5606620 1020 594359 07/12/02 2692 PACIFIC BELL 1108508 1020 594359 07/12/02 2692 PACIFIC BELL 1108509 1020 594359 07/12/02 2692 PACIFIC BELL 1108501 TOTAL CHECK 1020 594360 07/12/02 2692 PACIFIC BELL 6104800 1020 594361 07/12/02 513 PACIFIC GAS & ELECTRIC 1108407 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC 1108314 1108312 1108303 1108506 1108501 1108507 1108511 1108602 1108830 5208003 5606620 5606620 5606640 5708510 1108505 ..... DESCRIPTION ...... SALES TAX AMOUNT SUPPLIES 8659 0.00 201.55 SUPPLIES 8625 0.00 443.87 SUPPLIES 8607 0.00 243.28 SUPPLIES 8634 0.00 454.31 SUPPLIES 27160 0.00 62.69 SUPPLIES 27145 0.00 48.13 SUPPLIES 8624 0.00 509.29 SUPPLIES 27159 0.00 32.41 SUPPLIES 8623 0.00 491.35 SUPPLIES 10697 0.00 44.89 SUPPLIES 8619 0.00 460.83 SUPPLIES/PO 24516 0.00 23.80 SUPPLIES/PO 8667 0.00 528.18 SUPPLIES/PO 27181 0.00 38.06 0.00 4526.07 TIME/MATERIALS 0.00 335.00 TIME/MATERIALS 0.00 1685.93 0.00 2020.93 REFD ENCROACH BOND 0.00 500.00 PHONE 0.00 252.77 PHONE 0.00 55.47 PHONE 0.00 168.69 PHONE 0.00 55.47 PHONE 0.00 162.79 PHONE 0.00 61.31 PHONE 0.00 55.47 PHONE 0.00 115.74 0.00 927.71 6/20-7/19 0.00 91.80 6/3-7/2/02 0.00 10.16 SERVICE JUNE 2002 0.00 734.23 SERVICE JUNE 2002 0.00 407.93 SERVICE JUNE 2002 0.00 5786.39 SERVICE JUNE 2002 0.00 45.14 SERVICE JUNE 2002 0.00 8129.88 SERVICE JUNE 2002 0.00 1278.36 SERVICE JUNE 2002 0.00 430.57 SERVICE JUNE 2002 0.00 2374.35 SERVICE JUNE 2002 0.00 22.08 SERVICE JUNE 2002 0.00 17.05 SERVICE JUNE 2002 0.00 3260.54 SERVICE JUNE 2002 0.00 5.08 SERVICE JUNE 2002 0.00 448.03 SERVICE JUNE 2002 0.00 5369.67 SERVICE JUNE 2002 0.00 4131.97 RUN DATE 07/12/02 TIME 11:05:50 - FINANCIAL ACCOUNTING 07/12/02 CITY OF CUPERTINO PAGE 8 ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans date between "07/08/2002" and "07/12/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 1020 594362 07/12/02 513 TOTAL CHECK PACIFIC GAS & ELECTRIC ( 1108506 PACIFIC GAS & ELECTRIC ( 1108504 PACIFIC GAS & ELECTRIC ( 1108407 PACIFIC GAS & ELECTRIC ( 1108315 1020 594363 07/12/02 2616 PACIFIC SURFACING INC 1108503 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 1020 594365 TOTAL CHECK 07/12/02 515 PACIFIC WEST SECURITY IN 5708510 07/12/02 515 PACIFIC WEST SECURITY IN 1108508 07/12/02 515 PACIFIC WEST SECURITY IN 1108505 07/12/02 515 PACIFIC WEST SECURITY IN 1108503 07/12/02 515 PACIFIC WEST SECURITY IN 1108503 07/12/02 515 PACIFIC WEST SECURITY IN 1108507 07/12/02 515 PACIFIC WEST SECURITY IN 1108503 07/12/02 515 PACIFIC WEST SECURITY IN 1108507 07/12/02 515 PACIFIC WEST SECURITY IN 1108507 07/12/02 515 PACIFIC WEST SECURITY IN 1108505 07/12/02 515 PACIFIC WEST SECURITY IN 1108504 07/12/02 515 PACIFIC WEST SECURITY IN 1108511 07/12/02 515 PACIFIC WEST SECURITY IN 1108501 07/12/02 515 PACIFIC WEST SECURITY IN 1108506 07/12/02 515 PACIFIC WEST SECURITY IN 1108511 07/12/02 515 PACIFIC WEST SECURITY IN 1108507 07/12/02 515 PACIFIC WEST SECURITY IN 1108501 07/12/02 515 PACIFIC WEST SECURITY IN 1108507 07/12/02 515 PACIFIC WEST SECURITY IN 1108501 07/12/02 515 PACIFIC WEST SECURITY IN 1108505 07/12/02 515 PACIFIC WEST SECURITY IN 1108504 07/12/02 515 PACIFIC WEST SECURITY IN 1108503 07/12/02 515 PACIFIC WEST SECURITY IN 1108506 07/12/02 515 PACIFIC WEST SECURITY IN 1108503 07/12/02 515 PACIFIC WEST SECURITY IN 1108511 07/12/02 515 PACIFIC WEST SECURITY IN 5708510 07/12/02 515 PACIFIC WEST SECURITY IN 5708510 07/12/02 515 PACIFIC WEST SECURITY IN 1108506 07/12/02 515 PACIFIC WEST SECURITY IN 1108508 07/12/02 515 PACIFIC WEST SECURITY IN 1108507 07/12/02 515 PACIFIC WEST SECURITY IN 1108508 07/12/02 515 PACIFIC WEST SECURI/~f IN 1108503 07/12/02 515 PACIFIC WEST SECURITY IN 1102403 07/12/02 515 PACIFIC WEST SECURITY IN 1108504 1020 594366 07/12/02 520 PAPERDIRECT INC 1106265 5706450 5606620 5208003 1020 594367 07/12/02 541 ROBIN PICKEL 1020 594368 07/12/02 542 PINE CONE LE~ER 1020 594369 07/12/02 1647 POSTMASTER ..... DESCRIPTION ...... SERVICE JUNE 2002 SERVICE JUNE 2002 SERVICE JUNE 2002 SERVICE JTJNE 2002 CONCRETE #31111 SECURITY/FIRE JULY02 SECURITY SYS JUL02 SECURITY SYS JULY02 SECURITY SYS AUG02 SECURITY SYS SEPT02 SECURITY SYS JUL02 SECURITY/FIRE JUL02 REC FIRE/M.VISTAJUL02 SECURITY SYS AUG02 SECURITY SYS SEPT02 FIRE SYSTEM AUG02 SECURITY/FIRE AUG02 SECURITY/FIRE JUL02 SECURITY/FIRE SEPT02 SECURITY/FIRE JUL02 REC FIRE/M.VISTA SEPT0 SECURITY/FIRE SEPT02 SECURITY SYS SEPT02 SECURITY/FIRE AUG02 SECURITY SYS AUG02 FIRE SYSTEM SEPT02 SECURITY SYS JULY02 SECURITY/FIRE JULY02 SECURITY/FIRE AUG02 SECURITY/FIRE SEPT02 SECURITY/FIRE AUG02 SECURITY/FIRE SEPT02 SECURITY/FIRE AUG02 SECURITY SYS AUG02 REC FIRE/M.VISTA AUG02 SECURITY SYS SEPT02 SECURITY/FIRE SEPT02 SRV CALL FIRE SYSTEM JUL02 OFFICE SUPPLIES 17070 SERVICE AGREEMENT FOR SUPPLIES 15777 BULK PERMIT #74 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 819.84 8285.21 2249.68 314.59 44110.59 3974.00 136.00 36.00 45.00 36.00 36.00 38.00 78.00 160.00 38.00 45.00 199.00 68.00 122.00 45.00 68.00 160.00 122.00 38.00 122.00 45.00 199.00 36.00 45.00 78.00 68.00 136.00 136.00 45.00 36.00 160.00 36.00 78.00 600,00 199.00 3489.00 251.85 585.00 259.69 97.46 RUN DATE 07/12/02 TIME 11:05:51 - FINANCIAL ACCOUNTING 07/12/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~4ECK REGIETER - DISBURSEMENT FUND SELEC~TION C~ITERIA: transact.trans_date between "07/08/2002" and "07/12/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594370 07/12/02 1976 PI/LONE & STROMBERG 1104300 1020 594371 07/12/02 509 PW SUPERMARKETS INC 1106647 1020 594372 07/12/02 561 PYRO SPECTACULARS INC 1106448 1020 594373 07/12/02 575 RECYCA_L SUPPLY 5208003 1020 594373 07/12/02 575 RECYCAL SUPPLY 5208003 TOTAL CHECK 1020 594374 07/12/02 M2003 REMEDIOS, J~qES 1100000 1020 594374 07/12/02 M2003 REMEDIOS, JAMES 1100000 TOTAL CHECK 1020 594375 07/12/02 2608 ERIC RENAGHAN 5706450 1020 594376 07/12/02 594 RIVERVIEW SYSTEMS GROUP 4249210 1020 594377 07/12/02 844 ROTARY 1104001 1020 594378 07/12/02 M2003 ROYAL JACOBS 1100000 1020 594379 07/12/02 2043 RUDE'S PEST MANAGEMENT 1108506 1020 594379 07/12/02 2043 RUDE'S PEST MANAGEMENT 1108504 1020 594379 07/12/02 2043 RLTDE'S PEST MANAGEMENT 1108321 1020 594379 07/12/02 2043 RUDE'S PEST MANAGEMENT 1108503 1020 594379 07/12/02 2043 RUDE'S PEST MANAGEMENT 1108502 TOTAL CHECK 1020 594380 07/12/02 M RUPA~RELIA, NILAM 580 1020 594381 07/12/02 606 JOYCE RUSSUM 5706450 1020 594382 07/12/02 M Ramos, Pete 550 1020 594383 07/12/02 M2003 SALAZAR, JESSICA 560 1020 594384 07/12/02 2506 DORIS SALGADO 5706450 1020 594385 07/12/02 345 SAN FRANCISCO ELEVATOR 1108502 1020 594386 07/12/02 1389 SAN FRANCISCO SHAKESPEAR 1106248 1020 594387 07/12/02 620 SAN JOSE CONSERVATION CO 2308004 1020 594388 07/12/02 626 SANTA CLARA CO DEPT OF R 1102100 1020 594389 07/12/02 630 SANTA CLARA CO PROBATION 1102100 1020 594389 07/12/02 630 SANTA CLARA CO PROBATION 1102100 TOTAL CHECK ..... DESCRIPTION ...... TRANSCRIBE TAPES SUPPLIES PROVIDE FIREWORKS DISP RECYCLE TAGS AND BOX SUPPLIES RFD CLOSED PERMIT FEES RFD CLOSED PERMIT FEES SERVICE AGREEMENT FOR DANCE ROOM AUDIO ADDIT DUES 2002/03 FOR 6 REFD DIR USE PERMIT SRVS SRVS SRVS SRVS SRVS Refund: Check - SU~9~ER SERVICE AGREEMENT FOR Refund: Check - Rental PICNIC DEPOSIT REFUND SERVICE AGREEMENT FOR SRVS SHAKESPEAR/PARK 2002 SRVS CITATION MAY 2002 JAN 2002- MARCH 2002 JULY 2001-JUNE 2002 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 9 AMOUNT 1135.75 111.57 12500.00 1757.49 99.37 1856.86 23.10 45.51 68.61 33.00 3791.08 1440.00 199.00 180.00 180.00 180.00 180.00 180.00 900.00 48.00 120.00 300.00 50.00 180.00 152.99 25000.00 5002.50 2315.00 80.00 5277.75 5357.75 RUN DATE 07/12/02 TIME 11:05:52 - FINANCIAL ACCOUNTING 07/12/02 CITY OF CUPERTINO ACCOUITTING PERIOD: 1/03 C74ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/08/2002" and "07/12/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594390 07/12/02 628 1020 594391 07/12/02 633 1020 594392 07/12/02 1919 1020 594392 07/12/02 1919 TOTAL CHECK 1020 594393 07/12/02 637 1020 594394 07/12/02 M 1020 594395 07/12/02 M 1020 594396 07/12/02 644 1020 594396 07/12/02 644 1020 594396 07/12/02 644 TOTAL CHECK 1020 594397 07/12/02 1864 1020 594398 07/12/02 1910 1020 594399 07/12/02 659 1020 594400 07/12/02 2629 1020 594401 07/12/02 M 1020 594402 07/12/02 M2003 1020 594403 07/12/02 665 1020 594404 07/12/02 2671 1020 594405 07/12/02 1421 1020 594406 07/12/02 2559 1020 594406 07/12/02 2559 TOTAL CHECK 1020 594407 07/12/02 M 1020 594408 07/12/02 701 1020 594408 07/12/02 701 1020 594408 07/12/02 701 1020 594408 07/12/02 701 1020 594408 07/12/02 701 1020 594408 07/12/02 701 1020 594408 07/12/02 701 SANTA CLARA COUNTY SHERI 1102100 SANTA CLARA COUNTY SHERI 1106248 SANTA CLARA VALLEY TRANS 5500000 SANTA CLARA VALLEY TRANS 5500000 SARATOGA BUILDERS 4249210 SATO, KEIKO 580 SCHIRM, CATHY 580 SCREEN DESIGNS 1106342 SCREEN DESIGNS 5806349 SCREEN DESIGNS 1106343 SIDESADDLE AND CO 1106248 SILICON SHORES INC 5806449 SK~WKS SPORTS ACADEMY 5806449 SHERRY WITT SNOW 5706450 SODHI, DALJEET 580 SOUTH BAY CONSTRUCTION 110 SOUT~ BAY METROPOLITAN 5806449 SPECTRUM AQUATICS 5606620 STANLEY STEEMER 1108504 SUPERIOR ALUMINUM BODY C 6309820 SUPERIOR ALUMINUM BODY C 6308840 SZETO, ANNA 58O TARGET STORES 1108312 TARGET STORES 1106448 TARGET STORES 5806349 TARGET STORES 1106448 TARGET STORES 5806349 TARGET STORES 5706450 TARGET STORES 5806349 ..... DESCRIPTION ...... LAW ENFORCEMENT SERVIC CHERRY BLOSSOM APR2002 JULY2002 BUS TICKETS J-GNE2002 BUS TICKETS FABRICATION OF CORIAN Refund: Check - SUF~iER Refund: Check - Refund STAFF SHIRTS CAMP SHIRTS VOLUNTEER SHIRTS SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR Refund: Check - SU~ER ENCROACH BOND RFND SERVICE AGREEMENT FOR MISC SUPPLIES PER DETA SRVS SUPERIOR BODY WITH CEN INSTALLATION OF SLIDE Refund: Check - SUMMER SUPPLIES/PO 15646 SUPPLIES 23392 SUPPLIES 25330 SUPPLIES 23390 SUPPLIES 25352 SUPPLIES 21769 SUPPLIES 25362 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 10 AMOUNT 488502.17 1997.65 275.00 225.00 500.00 2000.00 140.00 80.00 1709.26 5480.16 243.57 7432.99 650.00 2353.50 5120.00 240.00 26.50 500.00 2533.68 398.92 360.00 10121.38 1299.00 11420.38 308.00 21.63 18.60 14.17 42.77 23.71 51.84 5.39 RUN DATE 07/12/02 TIME 11:05:53 - FINANCIAL ACCOUNTING 07/12/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~ECR REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/08/2002" and "07/12/2002" ~ - 110 - GENERAL FUND CASH ACCT CHECK NO 1020 594408 TOTAL CHECK 1020 594409 07/12/02 2008 1020 594410 07/12/02 M2003 1020 594411 07/12/02 724 1020 594412 07/12/02 737 1020 594413 07/12/02 738 1020 594414 07/12/02 310 1020 594415 07/12/02 310 1020 594416 07/12/02 751 1020 594417 07/12/02 765 1020 594418 07/12/02 783 1020 594418 07/12/02 783 TOTAL CHECK 1020 594419 07/12/02 M 1020 594420 07/12/02 792 1020 594421 07/12/02 2000 1020 594422 07/12/02 2741 1020 594423 07/12/02 M TOTAL CASH ACCOUNT TOTAL FUND TOTAL REPORT ISSUE DT .............. VENDOR ............. FUND/DEPT 07/12/02 701 TARGET STORES 5806449 TECH MUSEUM OF INNOVATIO 5806349 THE EXPLORATORIUM 5806349 TURF & INDUSTRIAL EQUIPM 5606620 VALLEY CREST TREE COMPAN 1108408 VALLEY OIL COMPANY 6308840 VERIZON WIRELESS 1108501 VERIZON WIRELESS 1102403 VOLT 1108501 DR CHI-HSUI D WENG 5706450 WIEBE PAINTING 1108503 WIEBE PAINTING 1108503 WONG, LI-HSIANG 580 LILY WU 5706450 XPECT FIRST AID 1108505 YAK GRAPHICS INC. 1106343 YAO, XUEZHU 580 ..... DESCRIPTION ...... SUPPLIES 25329 ADM 7/3 1517650 ADMITTANCE 7/02 REPAIR MOWER STREET TREES #31127 FUEL OIL #52033 #309369653 JUNE2002 #608881609 JUNE2002 SUPPLIES SERVICE AGREEMENT FOR PAINT MEC SHOP #31096 PAINT EX WALLS #31115 Refund: Check - SU~ER SERVICE AGREEMENT FOR SUPPLIES SKATE PARK STICKERS RFD 158508,506,528 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 11 AMOUNT 27.05 205.16 284.00 45.50 919.20 1032.17 3375.88 97.37 82.90 793.89 200.00 3251.00 2875.00 6126.00 85.00 112.50 266.23 378.88 326.50 897371.43 897371.43 897371.43 RUN DATE 07/12/02 TIME 11:05:53 - FINANCIAL ACCOUNTING 6-/5 DRAFT RESOLUTION NO. 02-140 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ALLOWING CERTAIN CLAIMS AND DEMANDS PAYABLE IN THE AMOUNTS AND FROM THE FUNDS AS HEREINAFTER DESCRIBED FOR GENERAL AND MISCELLANEOUS EXPENDITURES FOR THE PERIOD ENDING JULY 19, 2002 WHEREAS, the Director of Administrative Services or her designated representative has certified to accuracy of the following claims and demands and to the availability of funds for payment hereof; and WHEREAS, the said claims and demands have been audited as required by law. NOW, THEREFORE, BE IT RESOLVED, that the City Council hereby allows the following claims and demands in the amounts and from the funds as hereinafter set forth in Exhibit "A". CERTIFIED: DireCtor o(Admi~s~ative Semites PASSED ~ ~OPTED m a re~l~ meeting of the City Co~cil of the City of Cupe~ino this 19th day of August ,2002, by ~e following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino b 07/18/02 CITY OF CUPERTINO PAGE 1 ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594424 07/19/02 3 A RENTAL CENTER 5806649 1020 594425 07/19/02 4 A T & T 1108501 1020 594425 07/19/02 4 A T & T 1108501 1020 594425 07/19/02 4 A T & T 1108501 1020 594425 07/19/02 4 A T & T 1108501 1020 594425 07/19/02 4 A T & T 1108501 TOTAL CHECK 1020 594426 07/19/02 6 AAA FENCE COMPANY INC 1106448 1020 594427 07/19/02 7 ABAG PLAN CORPORATION 1104540 1020 594428 07/19/02 1504 AG VENUE TOURS LLC 5506549 1020 594429 07/19/02 2566 TOM AIDALA 4239222 1020 594430 07/19/02 28 AIRGAS 6308840 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 1020 594431 07/19/02 1884 TOTAL CHECK ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHER/q DIVI 5806349 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHER/q DIVI 5606620 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORT~ERN DIVI 1106342 /tLBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 1106342 ALBERTSONS-NORTHERN DIVI 1106342 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 1106342 ALBERTSONS-NORTHER-N DIVI 1106342 ALBERTSONS-NORTHERN DIVI 1106342 ALBERTSONS-NORTHERN DIVI 5806349 ALBERTSONS-NORTHERN DIVI 5606680 1020 594432 07/19/02 2276 ~J~qAMBRA 1104510 1020 594433 07/19/02 1452 AMERICAN PLANNING ASSOCI 1107200 1020 594434 07/19/02 44 AMERICAN RED CROSS 1106448 1020 594435 07/19/02 1343 ROSE-~L%RIE ANDICHOU 1106248 1020 594436 07/19/02 1997 ARBOR CARE 5606620 ..... DESCRIPTION ...... EQUIPMENT RENTAL JULY2002 STMT JULY2002 STMT JULY2002 STMT JULY2002 STMT JULY2002 STMT REMOVE 238" OF FENCE I PREMIUMS 2002/03 AG EDUCATION TOUR 7/25 SERVICE AGREEMENT FOR FY 2001-2002 OPEN PURC SUPPLIES 15668 SUPPLIES 15662 SUPPLIES 25321 SUPPLIES 25322 SUPPLIES 23244 SUPPLIES 25331 SUPPLIES 25332 SUPPLIES 15779 SUPPLIES 25363 SUPPLIES 25003 SUPPLIES 25206 SUPPLIES 23254 SUPPLIES 17046 SUPPLIES 17067 SUPPLIES 25233 SUPPLIES 25209 SUPPLIES 25208 SUPPLIES 25207 SUPPLIES 17055 SUPPLIES 17065 SUPPLIES 15773 BOTTLE WATER JUNE2002 DUES PIASECKI ARC FAST TEAM 7/04 CLOWN COUNTRY FAIR 7/2 TREE WORK #52840 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 o.oo 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 44.00 17.20 17.05 17.20 17.20 35.13 103.78 1620.00 184518.00 1653.00 6707.08 38.12 133.11 450.00 36.91 29.13 40.08 41.23 8.42 7.99 28.43 32.87 26.55 23.79 95.59 81.37 13.57 10.37 24.56 20.61 267.69 103.53 26.18 1501.98 203.50 387.00 350.00 160.00 7280.00 RUN DATE 07/18/02 TIME 11:35:24 - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594437 07/19/02 2742 1020 594437 07/19/02 2742 TOTAL CHECK ARGONAUT GLASS & MIRROR, 5708510 ARGONAUT GLASS & MIRROR, 5708510 1020 594438 07/19/02 1287 ASTR0 JUMP 1106248 1020 594439 07/19/02 2729 ATTORNEYS' SERVICES UNLT 1104511 1020 594440 07/19/02 720 BATTERY SYSTEMS 6308840 1020 594440 07/19/02 720 BATTERY SYSTEMS 6308840 1020 594440 07/19/02 720 BATTERY SYSTEMS 6308840 TOTAL CHECK 1020 594441 1020 594442 1020 594443 1020 594443 TOTAL CHECK 1020 594444 1020 594445 1020 594446 1020 594447 1020 594448 1020 594449 1020 594449 TOTAL CHECK 1020 594450 1020 594450 TOTAL CHECK 1020 594451 1020 594452 1020 594452 TOTAL CHECK 07/19/02 867 BRIAN KANGAS FOULK 2709430 07/19/02 108 BROOKS CUPERTINO GLASS 1108511 07/19/02 1874 BULBTRONICS 1103500 07/19/02 1874 BULBTRONICS 1103500 07/19/02 909 THE BUSINESS JOUP~AL 1107200 07/19/02 M2003 BUSINESS WEEK 5506549 07/19/02 1367 C A P I 0 1101201 07/19/02 1367 C A P I O 1101200 07/19/02 120 C. B. TOOL CO 1108506 07/19/02 130 CALIFORNIA PARK AND RECR 1106100 07/19/02 130 CALIFORNIA PARK AND RECR 5806349 07/19/02 124 07/19/02 124 CALIFORNIA SAFETY AND SU 1108408 CALIFORNIA SAFETY AND SU 1108408 07/19/02 1476 CANNON DESIGN GROUP 110 07/19/02 2232 CARIAGA, LOURDES 110 07/19/02 2232 CARIAGA, LOURDES 110 1020 594453 1020 594453 1020 594453 1020 594453 1020 594453 07/19/02 146 CASH 5806349 07/19/02 146 CASH 1106342 07/19/02 146 CASH 5806349 07/19/02 146 CASH 1106400 07/19/02 146 CASH 1106448 ..... DESCRIPTION ...... SALES TAX PAGE 2 AMOUNT SUPPLIES 0.00 21.65 MAINTENANCE SERVICE 0.00 1797.25 0.00 1818.90 COUNTRY FAIR 7/24 BIANCHI/CITYOFCUPERTIN FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC SUPPLIES APRIL 1 THRU MAY 26 20 REPAIRS DISCOUNT SUPPLIES 303092030 PIASECKI BUSINESS WK 1 YR LAURA D. LEE ANNUAL DU LINDA LAGERGREN DUES SUPPLIES 15644 M.PRESTON #105032 S.LEWIS 105135 SUPPLIES 8665 SUPPLIES 8665 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 ARCHITECT REVIEW SSGARNSMNT CSGARNSMNT PETTY CASH 7/01-7/11 PETTY CASH 7/01-7/11 PETTY CASH 7/01-7/11 PET~ CASH 7/01-7/11 PETTY CASH 7/01-7/11 150.00 197.00 61.65 85.52 72.42 219.59 1160.00 329.00 -5.63 281.64 276.01 81.95 49.95 175.00 175.00 56.99 125.00 125.00 250.00 444.73 35.98 480.71 660.00 103.84 306.50 410.34 74.71 1.08 37.00 6.72 4.31 RUN DATE 07/18/02 TIME 11:35:25 - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO PAGE 3 ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT C~ECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT TOTAL CHECK 1020 594454 07/19/02 149 CASH 4239222 1020 594454 07/19/02 149 C3~SH 1101000 1020 594454 07/19/02 149 CASH 1107501 1020 594454 07/19/02 149 CASH 1104400 TOTAL CHECK 1020 594455 07/19/02 M2003 CEPO 1104300 1020 594456 07/19/02 1057 1020 594456 07/19/02 1057 TOTAL CHECK CERIDIAN BEBTEFITS SERVIC 110 CERIDIAN BENEFITS SERVIC 110 1020 594457 07/19/02 1820 1020 594457 07/19/02 1820 TOTAL CHECK CERIDIAN BEBTEFITS SERVIC 1104510 CERIDIAN BENEFITS SERVIC 110 1020 594458 07/19/02 1156 CHA 110 1020 594459 07/19/02 157 JASON H CJA%N 5806249 1020 594460 07/19/02 M2003 CHINA ADVOCATES 1101060 1020 594461 07/19/02 M2003 CITY OF LOS ALTOS 1106500 1020 594462 07/19/02 175 COCA-COLA USA 1020 594462 07/19/02 175 COCA-COLA USA 1020 594462 07/19/02 175 COCA-COLA USA 1020 594462 07/19/02 175 COCA-COLA USA 1020 594462 07/19/02 175 COCA-COLA USA 1020 594462 07/19/02 175 COCA-COLA USA TOTAL CHECK 5606620 5606620 5606620 5606620 5606620 5606620 1020 594463 07/19/02 2704 BRIAN CORDIEL 5606620 1020 594464 07/19/02 183 COTTON SHIRES & ASSO INC 110 1020 594465 07/19/02 1407 CU~94ING HENDERSON TIRE 6308840 1020 594466 07/19/02 194 1020 594466 07/19/02 194 TOTAL CHECK CUPERTINO SUPPLY INC 1108407 CUPERTINO SUPPLY INC 1108501 1020 594467 07/19/02 198 1020 594467 07/19/02 198 TOTAL CHECK CUPERTINO UNION SCHL DIS 5806449 CUPERTINO UNION SCHL DIS 5806449 1020 594468 07/19/02 207 DE ;%NZA COLLEGE 1106448 1020 594469 07/19/02 890 DE ~=NZA PRINTING SERVICE 5208003 ..... DESCRIPTION ...... PET~"f CASH 7/10-7/17 PE~'TY CASH 7/10-7/17 PETTY CASH 7/10-7/17 PET~ CASH 7/10-7/17 S.BARBARA CONF JOHI~SON *FLEX HLT~/240125 *FLEX DEP/240125 ADMIN FEES JUNE2002 ADMIN FEES JUNE2002 CHA SERVICE AGREEMENT FOR TERESA, JULIA CONFERENC STAFF WORKSHOP SPACE SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES 12 HR #52785 GEOLOGIC RVW #18652 FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PLTRC FY 2001-2002 OPEN PLTRC PERMIT #10970 PERMIT 12921 FACILITY RENTAL FOR JU GARAGE SALE IS COMING SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 .~'~40UNT 123.82 17.00 10.00 30.00 65.63 122.63 1540.00 426.94 165.40 592.34 27.50 22.50 50.00 132.00 175.00 4780.00 112.50 21.65 21.65 21.65 21.65 27.06 21.65 135.31 120.00 1680.75 65.00 443.65 12.20 455.85 31.24 155.88 187.12 6550.00 68.50 RLTN DATE 07/18/02 TIME 11:35:2~ - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C74ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594470 07/19/02 1838 DELL MARKETING L.P. 6104800 1020 594470 07/19/02 1838 DELL MARKETING L.P. 6104800 1020 594470 07/19/02 1838 DELL MARKETING L.P. 6104800 1020 594470 07/19/02 1838 DELL MARKETING L.P. 6104800 TOTAL CHECK 1020 594471 07/19/02 2688 1020 594472 07/19/02 1242 1020 594472 07/19/02 1242 1020 594472 07/19/02 1242 TOTAL CHECK 1020 594473 1020 594474 1020 594475 1020 594476 1020 594476 TOTAL CHECK 1020 594477 1020 594478 1020 594479 1020 594480 1020 594481 1020 594482 1020 594482 1020 594482 TOTAL CHECK 1020 594483 1020 594484 1020 594485 1020 594485 1020 594485 1020 594485 TOTAL CHECK 1020 594486 1020 594486 07/19/02 220 07/19/02 222 07/19/02 233 07/19/02 242 07/19/02 242 07/19/02 243 07/19/02 234 07/19/02 260 07/19/02 262 07/19/02 818 07/19/02 268 07/19/02 268 07/19/02 268 07/19/02 2479 07/19/02 2476 DETMERS &ASSOCIATES 1108315 DIGITAL PRINT IMPRESSION 1104100 DIGITAL PRINT IMPRESSION 1101000 DIGITAL PRINT IMPRESSION 1104310 DISCOUNT SCHOOL SUPPLY 5806349 DKS ASSOCIATES 4209535 ECONOMIC DRIVING SCHOOL 5806249 EMPLOYMENT DEVEL DEPT 110 EMPLOYMENT DEVEL DEPT 110 EMPLOYMENT DEVELOPMENT 110 ENGINEERING DATA SERVICE 110 FEDERAL EXPRESS CORP 1103500 FIRST PLACE INC 1103300 FLOYD D BROWN 5606620 FOSTER BROS SECURIT"f SYS 1108503 FOSTER BROS SECURITY SYS 1108504 FOSTER BROS SECURITY SYS 1108502 DONNA FRANKEL 5506549 GARDEN EQUIPMENT CLINIC 1108314 07/19/02 281 GARDENLAND 1108315 07/19/02 281 GARDENLAND 1108408 07/19/02 281 GARDENLAND 1108408 07/19/02 281 GARDENLAND 1108408 07/19/02 298 07/19/02 298 GRAINGER INC 1108504 GRAINGER INC 1108504 ..... DESCRIPTION ...... COMPUTERS AND LAPTOP COMPUTERS AND LAPTOP COMPUTERS AND LAPTOP COMPUTERS AND LAPTOP MOLDED ~UBBER SEAT AND WINDOW ENVELOPES B.CARDS/P.KWOK ENVELOPES #31124 SUPPLIES 17053 SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR SIT SIT/932-0014-5 SDI/776-5260-0 MAILING SERV COURIER SERVICE TRAY ENGRAVING FIRE EXT SUPPLIES/RECH PARTS/SUPPLIES SUPPLIES SUPPLIES DANCE INSTRUCTION 7/8 SUPPLIES 15101 PARTS/SUPPLIES 8680 HEDGE TRIMMER AND LINE HEDGE TRIMMER AND LINE HEDGE TRI~ER AND LINE FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 4 AMOUNT 1294.67 2017.79 506.61 4098.36 7917.43 1570.96 3976.22 241.32 4569.85 8787.39 114.26 10147.85 2860.00 58.13 19938.20 19996.33 1167.52 1108.84 105.91 32.48 428.38 1360.57 263.76 325.62 1949.95 70.00 457.41 320.41 1822.79 0.51 2147.49 4291.20 77.24 109.74 RUN DATE 07/18/02 TIME 11:35:26 - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO PAGE 5 ACCOUIT~ING PERIOD: 1/03 CIiECK REGISTER - DISBURSEMI~NT FUND SELEC~fION CRITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENEt{AL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594486 07/19/02 298 GRAINGER INC 6308840 1020 594486 07/19/02 298 GRAINGER INC 2708405 1020 594486 07/19/02 298 GRAINGER INC 2708405 1020 594486 07/19/02 298 GRAINGER INC 2708405 1020 594486 07/19/02 298 GRAINGER INC 6308840 1020 594486 07/19/02 298 GRAINGER INC 6308840 1020 594486 07/19/02 298 GRAINGER INC 1108501 1020 594486 07/19/02 298 GRAINGER INC 1108504 TOTAL CHECK 1020 594487 07/19/02 2723 GREEN SWEEP WESTERN 6308840 1020 594487 07/19/02 2723 GREEN SWEEP WESTEI{N 6308840 TOTAL CHECK 1020 594488 07/19/02 1686 1020 594489 07/19/02 899 1020 594490 07/19/02 M2003 1020 594491 07/19/02 2282 1020 594492 07/19/02 2565 1020 594493 07/19/02 ME2002 1020 594494 07/19/02 1951 1020 594495 07/19/02 1898 1020 594495 07/19/02 1898 1020 594495 07/19/02 1898 1020 594495 07/19/02 1898 1020 594495 07/19/02 1898 1020 594495 07/19/02 1898 1020 594495 07/19/02 1898 TOTAL CHECK 1020 594496 07/19/02 343 1020 594497 07/19/02 353 1020 594498 07/19/02 M2003 1020 594499 07/19/02 M2003 1020 594500 07/19/02 M2003 1020 594501 07/19/02 369 1020 594502 07/19/02 1630 VICKI GUAPO 1108601 GUZZARDO & ASSOCIATES IN 4259313 HE~TH 5506549 HEALTH CONNECTIONS 1106500 HERNING UNDERGROUND SUPP 1108830 HOFFMAN, MABEL 5506549 HOMESTEAD F.F.C. INC 5806349 HORIZON 1108303 HORIZON 1108314 HORIZON 1108321 HORIZON 1108312 HORIZON 1108315 HORIZON 1108315 HORIZON 1108314 ICMA RETIREMENT TRUST-45 110 IRON MOUNTAIN 1104300 JAMSHED DOCTOR 1100000 JIE DA INTERNATIONAL 1100000 JOHNSON, LOU 5506549 KELLY-MOORE PAINT CO INC 2708405 KIDZ LOVE SOCCER INC 5806449 ..... DESCRIPTION ...... FY 2001-2002 OPEN PURC SUPPLIES SUPPLIES PARTS/SUPPLIES FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC .25 PER BAG DISC SUPPLIES #31123 RLC AUDIT SERVICE AGREEMENT FOR RENEWAL HEALTH 30 ISSU SERVICE AGREEMENT FOR SUPPLIES #31098 BINGO LUNCH/CAKE BOWLING FEES 7/11 FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC *ICMA FY 2002-2003 OPEN PURC REFUND CLOSED PERMIT REFD DDMATEMPUP KARAOKE VCD'S 6/23 SUPPLIES 27161 SERVICE AGREEMENT FOR SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 183.78 310.68 35.78 225.54 90.01 115.44 257.64 67.22 1473.07 -45.00 876.82 831.82 42.70 1407.07 36.00 1250.00 711.20 262.57 190.00 638.55 507.86 11.11 106.09 601.13 495.48 1481.61 3841.83 5967.21 263.56 45.51 199.00 142.00 30.58 5582.50 RUN DATE 07/18/02 TIME 11:35:27 - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO PAGE 6 ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENER/tL FU~ CASH ACCT CHECK NO 1020 594503 1020 594503 TOTAL CHECK 1020 594504 1020 594505 1020 594505 1020 594505 1020 594505 TOTAL CHECK 1020 594506 1020 594507 1020 594507 TOTAL CHECK 1020 594508 1020 594509 1020 594510 1020 594510 TOTAL CHECK 1020 594511 1020 594511 TOTAL CHECK 1020 594512 1020 594513 1020 594514 1020 594515 1020 594515 TOTAL CHECK 1020 594516 1020 594517 1020 594518 1020 594518 TOTAL CHECK 1020 594519 1020 594519 1020 594519 ISSUE DT .............. VENDOR ............. FUND/DEPT 07/19/02 2335 KIMLEY-HORN & ASSOCIATES 1108601 07/19/02 2335 KIMLEY-HORN & ASSOCIATES 1108602 07/19/02 2355 KIMLEY-HORN AND ASSOCIAT 4209534 07/19/02 390 LAWSON PRODUCTS INC 2708405 07/19/02 390 LAWSON PRODUCTS INC 2708405 07/19/02 390 LAWSON PRODUCTS INC 2708405 07/19/02 390 LAWSON PRODUCTS INC 2708405 07/19/02 392 07/19/02 1356 07/19/02 1356 LEAGUE OF CALIFORNIA CIT 1108001 LEXISNEXIS M3%TTHEW BENDE 1101500 LEXISNEXIS MATT}{EW BENDE 1104300 07/19/02 M2003 07/19/02 404 07/19/02 2583 07/19/02 2583 LONG BEACH HOUSING BUREA 1108001 LONGS DRUG STORES #260 5806349 LOWENTHAL, RICSA%RD 1101000 LOWENTHAL, RICHARD 1101000 07/19/02 2588 07/19/02 2588 RICHARD A. MADDEN 1104400 RICHARD A. MADDEN 1104400 07/19/02 M2003 07/19/02 M2003 07/19/02 1378 07/19/02 1968 07/19/02 1968 MARIE CALLENDER'S 5506549 M3%RINA FOODS 1106500 RICARDO MARTINEZ 5706450 MAZE AND ASSOCIATES 1104000 MAZE AND ASSOCIATES 1104000 07/19/02 1330 07/19/02 M2003 07/19/02 940 07/19/02 940 MCCUNE AUDIO VISUAL 1106448 MERRICK, ROBERT G. 110 MILPITAS MOWERS INC 6308840 MILPITAS MOWERS INC 1108315 07/19/02 444 07/19/02 444 07/19/02 444 MINTON'S LUMBER 1108501 MINTON'S LUMBER 1108503 MINTON'S LUMBER 1108503 ..... DESCRIPTION ...... SALES TAX RETENTION TRAFFIC CALM 0.00 TRAFFIC ENG SVC FOR CU 0.00 0.00 PUBLIC WORKS CONTRACT 0.00 AMOUNT 1600.10 2902.50 4502.60 2472.38 DISCOUNT 0.00 -4.43 DISCOUNT 0.00 -0.69 SUPPLIES 8688 0.00 68.72 SUPPLIES 8688 0.00 442.51 0.00 506.11 QUALLS CONF 10/2-5 0.00 425.00 CA DEER ACS JU1~2002 0.00 71.17 CITY CODE PRINT 0.00 635.21 0.00 706.38 0.00 DPST LLC CONF 10/2-5 141.00 SUPPLIES 25346 0.00 21.63 MTGS 6/11 & 7/09 0.00 105.53 4TH JULY COSTUME 0.00 68.46 0.00 173.99 7/12-7/16 0.00 500.00 7/08-7/12 0.00 500.00 0.00 1000.00 BOX LUNCHES 7/22 0.00 258.30 HEALTH FAIR 8/02 0.00 FY 2001-2002 OPEN PURC 0.00 GASB34 PH X,XI,XII JUNE02 AUDIT SERVICES 0.00 0.00 0.00 PROVIDE PROFESSIONAL S 0.00 1080.00 187.48 3993.00 498.77 4491.77 5470.00 REFD DEV MAINT 0.00 189.25 PARTS 8677 0.00 144.20 EQUIPMENT 8676 0.00 373.46 0.00 517.66 SUPPLIES 15102 0.00 112.43 SUPPLIES 15102 0.00 101.44 SUPPLIES 15648 0.00 37.95 RUN DATE 07/18/02 TIME 11:35:27 - FINANCIAL ACCOUNTING 07/18/02 ACCOUNTING PERIOD: 1/03 CITY OF CUPERTINO C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT TOTAL CHECK 1020 594520 07/19/02 2567 MISDU 110 1020 594521 07/19/02 M2003 MORRIS, MARVA 1106448 1020 594522 07/19/02 471 1020 594522 07/19/02 471 1020 594522 07/19/02 471 TOTAL CHECK MYERS TIRE SUPPLY COMPAN 6308840 MYERS TIRE SUPPLY COMPAN 6308840 MYERS TIRE SUPPLY COMPAN 6308840 1020 594523 07/19/02 2657 KIM MYLIUS 5606620 07/19/02 M2003 NAGEL, MICHAEL 110 07/19/02 M2003 NAGEL, MICHAEL 110 1020 594524 1020 594524 TOTAL CHECK 1020 594525 07/19/02 475 NATIONAL CONSTRUCTION RE 1108312 1020 594526 07/19/02 302 NATIONAL DEFERRED COMPEN 110 1020 594527 07/19/02 M2003 NATIONAL GEOGRAPHIC 5506549 1020 594528 07/19/02 M2003 NATIONAL GEOGRAPHIC 5506549 1020 594529 07/19/02 491 NUNES MANUFACTURING 6308840 1020 594530 07/19/02 499 DEBBIE O'NEILL 1106248 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 1020 594531 TOTAL CHECK 07/19/02 493 OFFICE DEPOT 1104000 07/19/02 493 OFFICE DEPOT 1104400 07/19/02 493 OFFICE DEPOT 1108601 07/19/02 493 OFFICE DEPOT 1103300 07/19/02 493 OFFICE DEPOT 1108101 07/19/02 493 OFFICE DEPOT 1107301 07/19/02 493 OFFICE DEPOT 1101000 07/19/02 493 OFFICE DEPOT 1101200 07/19/02 493 OFFICE DEPOT 1107503 07/19/02 493 OFFICE DEPOT 1101201 07/19/02 493 OFFICE DEPOT 1101201 07/19/02 493 OFFICE DEPOT 5806249 07/19/02 493 OFFICE DEPOT 1107503 1020 594532 07/19/02 501 OPERATING ENGINEERS #3 110 1020 594533 1020 594533 1020 594533 1020 594533 TOTAL CHECK 07/19/02 1220 07/19/02 1220 07/19/02 1220 07/19/02 1220 ORCHARD SUPPLY HARDWARE 1108503 ORCHARD SUPPLY HARDWARE 1108501 ORCHARD SUPPLY HARDWARE 1108503 ORCHARD SUPPLY HARDWA~qE 1108504 ..... DESCRIPTION ...... J TRYBUS 385960533 PIANIST 7/04 PARTS/SUPPLIES 8635 PARTS/SUPPLIES 8635 PARTS/SUPPLIES 8635 PERFORMER #52636 FAITHFULL PERF BOND 45 LABOR & MATERIAL BOND RENTAL 6/26-7/23/02 *NAT'L DEF NAT GEORAPHIC TRVLR 2Y NAT GEOGRAPHIC/LOBBY PARTS 8644 CLOWN COUNTRY FAIR 7/2 SUPPLIES SUPPLIES SUPPLIES SUPPLIES RETURN #175053060001 SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES UNION DUES ON-TIME DISCOUNT SUPPLIES SUPPLIES SUPPLIES SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 00 0 00 0 00 0 00 0 00 0 00 0 00 0 00 0 00 0 00 0 00 0 00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 7 AMOUNT 251.82 223.00 25.00 188.06 177.62 281.18 646.86 285.00 7132.50 15850.00 22982.50 41.65 17993.46 27.95 19.00 308.61 160.00 143.38 36.93 54.38 71.41 -7.35 32.07 45.63 51.94 31.44 30.80 153.99 241.77 42.33 928.72 729.81 -2.79 44.22 151.52 14.66 207.61 RUN DATE 07/18/02 TIME 11:35:28 - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION C~ITERIA: transact.frans date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594534 07/19/02 833 P E R S 110 1020 594534 07/19/02 833 P E R S 110 1020 594534 07/19/02 833 P E R S 110 1020 594534 07/19/02 833 P E R S 110 1020 594534 07/19/02 833 P E R S 110 1020 594534 07/19/02 833 P E R S 110 1020 594534 07/19/02 833 P E R S 110 1020 594534 07/19/02 833 P E R S 110 TOTAL CHECK 1020 594535 07/19/02 2692 1020 594536 07/19/02 513 1020 594537 07/19/02 513 1020 594538 07/19/02 2616 1020 594539 07/19/02 515 1020 594540 07/19/02 M2003 1020 594541 07/19/02 526 1020 594541 07/19/02 526 TOTAL CHECK 1020 594542 07/19/02 533 1020 594543 07/19/02 2696 1020 594544 07/19/02 1929 1020 594545 07/19/02 560 1020 594546 07/19/02 509 1020 594546 07/19/02 509 1020 594546 07/19/02 509 1020 594546 07/19/02 509 TOTAL CHECK 1020 594547 07/19/02 M2003 1020 594548 07/19/02 1406 1020 594549 07/19/02 2441 1020 594550 07/19/02 581 1020 594551 07/19/02 1071 PACIFIC BELL 1108501 PACIFIC GAS & ELECTRIC ( 1108602 PACIFIC GAS & ELECTRIC ( 1108602 PACIFIC SURFACING INC 1108503 PACIFIC WEST SECURITY IN 1108504 PC WORLD 5506549 PENINS~ DIGITAL IMAGIN 110 PENINSULA DIGITAL IMAGIN 2308004 PERS LONG TERM CARE PROG 110 PETER HAWORTH D.B.A.MOLL 1106248 PLANNING RESOURCE ASSOCI 1107302 PUBLIC DIALOGUE CONSORTI 5609112 PW SUPEPaa~%RKETS INC 5806349 PW SUPERMARKETS INC 5806349 PW SUPERMARKETS INC 1106342 PW SUPERMARKETS INC 5806349 QUIROZ, KELLY 1106448 RAINES CHEVORLET 6308840 RENEE RAMSEY 5806249 RELIABLE 1107503 REPUBLIC ELECTRIC 2709431 ..... DESCRIPTION ...... SALES TAX PAGE 8 AMOUNT PERS EMPLY 0.00 143.33 PERS 1959 0.00 0.93 PERS SPEC 0.00 1572.25 PERS BUYBK 0.00 37.52 *PERS BYBK 0.00 327.28 PERS EMPLY 0.00 25367.32 PERS 1959 0.00 118.11 *PERS BYBK 0.00 180.14 0.00 27746.88 6/13-7/12 0.00 324.00 6/03-7/02 0.00 44.22 MCCLELLAN INSPECTION 0.00 449.69 CONCRETE CURB 0.00 4062.00 SERVICE CALL 6/28 0.00 193.71 RENEWAL 18 ISSUES PC W 0.00 19.95 IMPROVEMENT PLANS 0.00 417.63 STORM DRAIN PLANS 0.00 17.54 0.00 435.17 PERS LTC/#2405 0.00 159.24 SERVICE AGREEMENT FOR 0.00 650.00 GENERA~ PLAN REVIEW AN 0.00 10356.43 FOCUS GROUP FACILITATI 0.00 9200.00 SUPPLIES 25336 0.00 41.04 SUPPLIES 25234 0.00 50.00 SUPPLIES 25337 0.00 30.03 SUPPLIES 25353 0.00 3.77 0.00 124.84 CHOIRISTER 7/04 0.00 25.00 FY 2001-2002 OPEN PURC 0.00 52.18 SERVICE AGREEMENT FOR 0.00 1178.75 SUPPLIES 12381 0.00 89.77 PUBLIC WORKS CONTRACT 0.00 88019.11 RUN DATE 07/18/02 TIME 11:35:28 - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO PAGE 9 ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.tran$_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594552 07/19/02 ME2003 RUMALEON, YULIA 1103300 1020 594553 07/19/02 345 SAN FRANCISCO ELEVATOR 1108502 1020 594553 07/19/02 345 SAN FRANCISCO ELEVATOR 1108501 TOTAL CHECK 1020 594554 07/19/02 71 SAN JOSE DAIRY 5606620 1020 594554 07/19/02 71 SAN JOSE DAIRY 5606620 TOTAL CHECK 1020 594555 07/19/02 959 SAN JOSE MERCURY NEWS 1103300 1020 594556 07/19/02 622 SAN JOSE METROPOLITAN BA 1106448 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108407 1020 594557 07/19/02 625 SAN JOSE WATER COMP~qY 1108407 1020 . 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108407 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108407 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108321 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108407 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108314 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108312 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108407 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108407 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108407 1020 594557 07/19/02 625 SAN JOSE WATER COMPANY 1108407 TOTAL CHECK 1020 594558 07/19/02 2289 SANTA CLARA COUNTer 1104530 1020 594559 07/19/02 258 S~]TA CLARA COUNTY 110 1020 594560 07/19/02 633 1020 594560 07/19/02 633 1020 594560 07/19/02 633 1020 594560 07/19/02 633 1020 594560 07/19/02 633 1020 594560 07/19/02 633 TOTAL CHECK SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA COUNTY SHERI 1106448 SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA COUNTY SHERI 5606620 SANTA CLAR3% COUNTY SHERI 1106448 1020 594561 07/19/02 2736 CAROL SATTERLEE 5806249 1020 594562 07/19/02 639 SAVIN CORPORATION (COPIE 1104310 1020 594563 07/19/02 2718 SHUTE, MIHALY & WEINBERG 5208003 1020 594564 07/19/02 2051 SIADAT ENTERPRISES, INC. 6308840 1020 594565 07/19/02 1864 SIDESADDLE ;%ND CO 1106342 1020 594566 07/19/02 653 SIGN CITY 1104400 ..... DESCRIPTION ...... SALES TAX POSTAGE SISTER CITIES 0.00 FY 2002-2003 OPEN PURC 0.00 FY 2002-2003 OPEN PURC 0.00 0.00 FY 2002-2003 OPEN PURC 0.00 FY 2002-2003 OPEN PURC 0.00 0.00 AMOUNT 104.35 148.44 440.01 588.45 188.30 289.50 477.80 7/30-10/28/02 0.00 47.57 BAND TO PROVIDE CONCER 0.00 800.00 5/01-6/28 0.00 70.28 5/02-6/28 0.00 156.18 5/02-6/28 0.00 65.29 5/01-6/27 0.00 197.70 5/02-6/28 0.00 3628.55 5/02-7/01 0.00 119.65 5/02-6/28 0.00 19.65 5/02-6/28 0.00 1009.74 5/02-6/28 0.00 47.02 5/02-6/28 0.00 35.40 5/01-6/27 0.00 227.59 5/02-7/01 0.00 30.42 0.00 5607.47 CAR RADIO UPGP, ADE 0.00 392.96 V ORTEGA 563312780 0.00 352.62 0.00 0.00 0.00 0.00 0.00 0.00 0.00 FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC SHERIFF SECURITY AND T FY 2001-2002 OPEN PURC FY 2001-2002 OPEN PURC SHERIFF SECURITY AND T 0.00 SERVICE AGREEMENT FOR 0.00 #15061869 7/31-10/31 0.00 LEGAL SERVICES JUNE200 0.00 CAR WASH THRU 6/30/02 0.00 SERVICE AGREEMENT FOR 0.00 CERT DECALS 745.14 792.71 4399.33 792.71 792.71 3469.74 10992.34 150.00 7372.99 7969.82 201.50 700.00 95.93 RUN DATE 07/18/02 TIME 11:35:29 - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594567 07/19/02 2383 1020 594568 07/19/02 1403 1020 594569 07/19/02 677 1020 594570 07/19/02 688 1020 594571 07/19/02 951 1020 594571 07/19/02 951 TOTAL CHECK 1020 594572 07/19/02 529 1020 594572 07/19/02 529 TOTAL CHECK 1020 594573 1020 594574 1020 594574 TOTAL CHECK 1020 594575 1020 594575 TOTAL CHECK 1020 594576 1020 594576 1020 594576 1020 594576 1020 594576 TOTAL CHECK 1020 594577 1020 594577 TOTAL CHECK 1020 594578 1020 594579 1020 594580 1020 594581 1020 594582 1020 594582 TOTAL CHECK 1020 594583 SILICON VALLEY ANIMAL CO 1104530 STATE CONTROLLER, STATE 1104000 STATE STREET BANK & TRUS 110 SULLIVAN AND MANN LURER 1108408 SU~RWINDS GARDEN CNTR, 1108321 SU~9~ERWINDS GARDEN CNTR, 1108321 SUNGARD PENTAMATION, INC 6109855 SUNGARD PENTAMATION, INC 6109855 07/19/02 2559 SUPERIOR ALUMINUM BODY C 6309820 07/19/02 2045 SVCN 1104300 07/19/02 2045 SVCN 1104300 07/19/02 699 07/19/02 699 07/19/02 701 07/19/02 701 07/19/02 701 07/19/02 701 07/19/02 701 07/19/02 2743 07/19/02 2743 07/19/02 1077 07/19/02 715 07/19/02 1993 07/19/02 724 07/19/02 2348 07/19/02 2348 TAP PLASTICS INC 1108503 TAP PLASTICS INC 1108503 TA~RGET STORES 5806249 TARGET STORES 1106248 TARGET STORES 5806349 TARGET STORES 1106342 TARGET STORES 5806349 TBW INDUSTRIES, INC. 1101000 TBW INDUSTRIES, INC. 1103300 TOPCON LASERS SYSTEMS 1108601 TRANSPORTATION SUPPLIES 6308840 TREASURER OF ALAMEDA COU 110 TURF & INDUSTRIAL EQUIPM 6308840 TURF STAR, INC. 6308840 TURF STAR, INC. 6308840 07/19/02 2665 ERIN TURI 5806249 ..... DESCRIPTION ...... lST QTR FY2002/03 PAYEE INDEX FORMS *PERS DEF POLE TREE SKATES 2 X 1 LANDSCAPE SUPPLIES 868 LANDSCAPE SUPPLIES 205 PALM PILOT PROGRAM PALM PILOT PROGRAM #31018 & 31118 ORD 1897 2ND READING FY 2002-2003 OPEN PURC SUPPLIES 8275 SUPPLIES 15647 SUPPLIES SODA/WATER 7/04 SUPPLIES 25333 SUPPLIES 25333 SUPPLIES CUPERTINO LAPEL PINS CUPERTINO LAPEL PINS SUPPLIES 16695 SUPPLIES 8642 A LOPEZ JR 566398126 FY 2001-2002 'OPEN PURC PARTS/SUPPLIES 8660 PARTS/SUPPLIES 8660 SERVICE AGREEMENT FOR SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 10 AMOUNT 58814.66 100.00 3074.27 896.24 194.85 116.91 311.76 6647.00 349.51 6996.51 7231.10 47.50 35.00 82.50 302.11 28.20 330.31 12.75 47.45 6.48 21.63 7.57 95.88 1427.08 1427.08 2854.16 93.29 350.56 161.54 114.64 639.44 47.91 687.35 1072.50 RUN DATE 07/18/02 TIME 11:35:30 - FINANCIAL ACCOUNTING 07/18/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT PUND SELECTION C~RITERIA: transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT DESCRIPTION ...... SALES TAX PAGE 11 AMOUNT 1020 594584 1020 594585 1020 594585 TOTAL CHECK 07/19/02 M2003 07/19/02 1154 07/19/02 1154 1020 594586 07/19/02 2584 1020 594587 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 1020 594588 07/19/02 310 TOTAL CHECK 1020 594589 1020 594590 1020 594591 1020 594591 TOTAL CHECK 1020 594592 1020 594593 1020 594594 1020 594595 1020 594596 1020 594597 1020 594597 TOTAL CHECK 1020 594598 1020 594598 07/19/02 M2003 07/19/02 747 07/19/02 1342 07/19/02 1342 07/19/02 761 07/19/02 M2003 07/19/02 1937 07/19/02 779 07/19/02 783 07/19/02 2121 07/19/02 2121 07/19/02 2744 07/19/02 2744 ULI-THE URBAN LAND ISTIT 1107200 UNITED WAY OF SANTA CLAR 110 UNITED WAY OF SANTA CLAR 110 UNIVERSAL DIALOG, INC. 1103300 VERIZON WIRELESS 1108501 VERIZON WIRELESS 1107501 VERIZON WIRELESS 6104800 VERIZON WIRELESS 1107503 VERIZON WIRELESS 1108501 VERIZON WIRELESS 1108005 VERIZON WIRELESS 1108102 VERIZON WIRELESS 1108504 VERIZON WIRELESS 1108505 VERIZON WIRELESS 1108201 VERIZON WIRELESS 1108602 VERIZON WIRELESS 1108503 VERIZON WIRELESS 5208003 VERIZON WIRELESS 1101200 VERIZON WIRELESS 5606620 VERSATILE CONSTRUCTION 110 VIP EMBROIDERY INC 1106342 VESTA WALDEN 5606620 VESTA WALDEN 1106248 WEDEMEYER BAKERY 5606620 WEST VALLEY CONSTRUCTION 110 WEST VALLEY SECURITY 1106500 WEST-LITE SUPPLY CO INC 5708510 WIEBE PAINTING 1108503 WILTEC 2709443 WILTEC 2709411 WINTERS, PATRICIA 5806349 WINTERS, PATRICIA 5806349 GREAT PLANNED CON~K3NIT UNITED WAY UNITED WAY TRANSLATION MAY2002 #308957246 JUNE2002 #408456999 J~2002 #408456999 JUNE2002 #408456999 J~JNE2002 #408456999 JUNE2002 #408456999 0q31~2002 #408456999 JLINE2002 #408456999 JIrNE2002 #408456999 JUNE2002 #408456999 JUNE2002 #408456999 JUNE2002 #408456999 JUNE2002 #408456999 J-UNE2002 #408456999 JUNE2002 #408456999 JL~NE2002 REFD ENCROACH BOND BUBBLE PENS #31130 PERFORMER #52635 CLOWN COUNTRY FAIR 7/2 FY 2001-2002 OPEN PURC REFD ENCROACH BOND SUPPLIES 25037 SUPPLIES POWER WASH WALLS BICYCLE COUNTS AT SCB BICYCLE COUNTS AT SCB PRESENTATION 7/10 PRESENTATION 7/04 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 86.94 20.00 108.00 128.00 2352.00 42.99 51.34 56.82 321.17 354.31 74.86 171.84 460.15 124.53 399.38 229.03 109.69 52.87 56.82 175.72 2638.53 500.00 1575.91 190.00 160.00 350.00 85.10 500.00 45.47 242.59 750.00 50.00 150.00 200.00 125.00 125.00 RUN DATE 07/18/02 TIME 11:35:30 - FINANCI;%L ACCOUNTING o7/18/o2 ACCO~ING PERIOD: SELECTION CRITERIA: CITY OF CUPERTINO 1/03 C~ECK REGISTER - DISBURSEMENT FUND transact.trans_date between "07/15/2002" and "07/19/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT TOTAL CHECK 1020 594599 07/19/02 2744 WINTERS, PATRICIA 5806349 1020 594600 07/19/02 805 1020 594600 07/19/02 805 1020 594600 07/19/02 805 1020 594600 07/19/02 805 1020 594600 07/19/02 805 1020 594600 07/19/02 805 TOTAL CHECK ZU~ALT ENGINEERING GROU 4209534 ZUMWALT ENGINEERING GROU 2709531 ZUMWALT ENGINEERING GROU 4209116 ZUMWALT ENGINEERING GROU 4209528 ZUMWALT ENGINEERING GROU 4209535 ZU~ALT ENGINEERING GROU 4209533 TOTAL CASH ACCOUNT TOTAL FUND TOTAL REPORT ..... DESCRIPTION ...... SALES TAX 0.00 PAGE 12 AMOUNT 250.00 PRESENTATION 7/23 0.00 125.00 PROJECT MGMT SVC 0.00 PUBLIC WORKS CONTRACT 0.00 PUBLIC WORKS CONTRACT 0.00 SERVICE AGREEMENT FOR 0.00 WORK PLAN COST PROPOSA 0.00 SERVICE AGREEMENT FOR 0.00 0.00 0.00 0.00 0.00 218.79 860.86 12106.01 723.58 1538.69 2657.20 18105.13 668434.46 668434.46 668434.46 RUN DATE 07/18/02 TIME 11:35:30 - FINANCIAL ACCOUNTING RESOLUTION NO. 02-141 DRAFT A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ALLOWING CERTAIN CLAIMS AND DEMANDS PAYABLE IN THE AMOUNTS AND FROM THE FUNDS AS HEREINAFTER DESCRIBED FOR GENERAL AND MISCELLANEOUS EXPENDITURES FOR THE PERIOD ENDING JULY 26, 2002 WHEREAS, the Director of Administrative Services or her designated representative has certified to accuracy of the following claims and demands and to the availability of funds for payment hereof; and 'WHEREAS, the said claims and demands have been audited as required by law. NOW, THEREFORE, BE IT RESOLVED, that the City Council hereby allows the following claims and demands in the amounts and from the funds as hereinafter set forth in Exhibit "A". CERTIFIED: Director(of Administrative Services PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August ,2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: Ciiy Clerk APPRO~VED: l~a~o~, City-of Cupertino 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBL~RSE~4ENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594103 V 06/28/02 M VARADARAJAN, PRATHIBHA 580 1020 594601 07/26/02 2679 /ETC/NETWORKS 6109856 1020 594602 07/26/02 7 ABAG PLAN CORPORATION 1104540 1020 594603 07/26/02 13 ACME & SONS SANITATION C 5606640 1020 594604 07/26/02 2539 ACS STATE & LOCAL SOLUTI 1102101 1020 594605 07/26/02 2689 KARENADAMS 1103500 1020 594606 07/26/02 29 LYNNE DIANE AITKEN 5806449 1020 594607 07/26/02 M AMMA, BINDHU 580 1020 594608 07/26/02 M APELBAUM, IRIS 580 1020 594609 07/26/02 57 ARAMARK 1104510 1020 594609 07/26/02 57 ARAMARK 1104510 1020 594609 07/26/02 57 AR3~4ARK 1104510 TOTAL CHECK 1020 594610 07/26/02 61 1020 594610 07/26/02 61 1020 594610 07/26/02 61 1020 594610 07/26/02 61 TOTAL CHECK 1020 594611 07/26/02 2699 1020 594611 ' 07/26/02 2699 TOTAL CHECK 1020 594612 1020 594613 1020 594614 1020 594614 TOTAL CHECK 1020 594615 1020 594616 1020 594616 TOTAL CHECK 1020 594617 1020 594618 ARTISTIC PLANT CREATIONS 1108505 ARTISTIC PLANT CREATIONS 1108501 ARTISTIC PLANT CREATIONS 1108503 ARTISTIC PLANT CREATIONS 1108504 ..... DESCRIPTION ...... SALES TAX 07/26/02 M 07/26/02 M 07/26/02 2680 07/26/02 2680 Refund: Check - SUMMER FIREWALL UPGRADE MORRONE CLAIM FY 2002-2003 OPEN PURC RLC CITATIONS JUNE2002 SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR Refund: Check - SUMMER Refund: Check - SUMMER EMPLOYEE COFFEE SERV EMPLOYEE COFFEE SERV EMPLOYEE COFFE SERV 07/26/02 M 07/26/02 100 07/26/02 100 PLANT CARE JULY2002 PLANT CARE JULY2002 PLAN~ CARE JULY2002 PLANT CARE JULY2002 07/26/02 1272 07/26/02 M2003 BAG BOY CO. 5606640 DISCOUNT BAG BOY CO. 5606640 RENTAL CARTS BAKOSHI, ICHIRO 580 BEALL, LYDIA 580 BERRYMAN & HENIGAR 1107502 BERRYMAN & HENIGAR 1107502 BLALACK, JENNIFER 580 BMI IMAGING SYSTEMS 1100000 BMI IMAGING SYSTEMS 1104300 RENS BOORSMA 5806349 BOYLE, PHIL 110 Refund: Check - SUMMER Refund: Check - SU~4ER SERV 6/15-7/12 SERV 6/15-7/12 Refund: Check - SUF~4ER COPY CHARGES FY 2002-2003 OPEN PURC TEEN DANCE 7/26 REFD UNUSED NOTICING D 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 1 AMOUNT -90.00 4515.00 1698.15 168.83 7535.00 140.00 240.00 26.50 105.00 579.88 221.96 137.16 939.00 130.00 214.00 65.00 81.00 490.00 -144.00 771.16 627.16 65.OO 52.50 2049.73 2049.74 4099.47 90.00 9.74 1179.29 1189.03 350.00 109.02 RUN DATE 07/25/02 TIME 14:03:18 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594619 07/26/02 108 1020 594620 07/26/02 M 1020 594621 07/26/02 130 1020 594622 07/26/02 809 1020 594623 07/26/02 1476 1020 594624 07/26/02 1460 1020 594624 07/26/02 1460 TOTAL CHECK 1020 594625 07/26/02 146 1020 594625 07/26/02 146 1020 594625 07/26/02 146 TOTAL CHECK 1020 594626 07/26/02 146 1020 594626 07/26/02 146 1020 594626 07/26/02 146 1020 594626 07/26/02 146 TOTAL CHECK 1020 594627 07/26/02 1020 594628 07/26/02 1020 594628 07/26/02 1020 594628 07/26/02 1020 594628 07/26/02 1020 594628 07/26/02 1020 594628 07/26/02 1020 594628 07/26/02 1020 594628 07/26/02 1020 594628 07/26/02 TOTAL CHECK BROOKS CUPERTINO GLASS 1108501 Balano, Lydia 550 CALIFORNIA PARK AND RECR 1106100 CALIFORNIA SPORT DESIGN 5806349 CANNON DESIGN GROUP 110 TONI CARREIRO 6104800 TONI CARREIRO 6104800 C/%SH 5806349 CASH 5806349 CASH 5806249 CASH 1106342 CASH 5806449 CASH 5806349 CASH 5806349 146 CASH 149 CASH 149 CASH 149 CASH 149 CASH 149 CASH 149. CASH 149 CASH 149 CASH 149 CASH 1020 594629 07/26/02 2626 1020 594630 07/26/02 M 1020 594631 07/26/02 M 1020 594632 07/26/02 1453 1020 594633 07/26/02 M 1020 594634 07/26/02 M 1020 594635 07/26/02 2752 580 1101000 1104400 1108001 2708404 1108503 1106448 4239222 1104510 1104510 CHANG, CHEN-YA 1103300 CHAO, DA-CHIA 580 CHEUNG, MEE 580 CHRISTOPHERS CARPET SERV 4249210 CHUANG, CHIU HSIANG (NOR 580 CHUNG, BETSY 580 CIRCUIT RIDER PRODUCTION 4209116 ..... DESCRIPTION ...... CITY HALL LOBBY Refund: Check - cancel ANNUAL MEMBERSHIP T-SHIRTS/SU~94ER STAFF ARCHITECT REVIEW WEB WORK WEB WORK PETTY CASH 7/11-7/17 PETTY CASH 7/11-7/17 PETTY CASH 7/11-7/17 PETTY CASH 7/18-7/23 PETTY CASH 7/18-7/23 PETTY C3%SH 7/18-7/23 PETTY CASH 7/18-7/23 PETTY CASH SKATE PARK PETTY CASH 7/16-7/24 PETTY CASH 7/16-7/24 PETTY CASH 7/16-7/24 PETTY CASH 7/16-7/24 PETTY CASH 7/16-7/24 PETTY CASH 7/16-7/24 PETTY CASH 7/16-7/24 PETTY CASH 7/16-7/24 PETTY CASH 7/16-7/24 CLIPPING 6/01-6/30/02 Refund: Check - SU~9~ER Refund: Check - SUMMER CARPET REPRS #31037 Refund: Check - SU~4ER Refund: Check - SU~IER DELIVERY OF TREES SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 2 AMOUNT 132.33 750.00 415.00 795.25 540.00 425.10 968.93 1394.03 129.59 37.00 26.91 193.5o 42.06 12.95 140.63 5.00 200.64 50.00 20.00 39.96 20.00 60.00 46.55 43.15 7.00 3.73 55.68 296.07 200.00 78.00 34.00 1548.00 60.00 35.34 359.10 RUN DATE 07/25/02 TIME 14:03:20 - FINANCIAL AccOuNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FL~ CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT ..... DESCRIPTION ...... SALES TAX PAGE 3 AMOUNT 1020 594636 1020 594637 1020 594638 1020 594638 TOTAL CHECK 1020 594639 1020 594639 1020 594639 1020 594639 1020 594639 1020 594639 TOTAL CHECK 1020 594640 1020 594641 1020 594642 1020 594643 1020 594643 TOTAL CHECK 1020 594644 1020 594644 1020 594644 TOTAL CHECK 07/26/02 983 07/26/02 166 07/26/02 1333 07/26/02 1333 07/26/02 192 07/26/02 192 07/26/02 192 07/26/02 192 07/26/02 192 07/26/02 192 07/26/02 M 07/26/02 184 07/26/02 1973 07/26/02 1579 07/26/02 1579 07/26/02 2547 07/26/02 2547 07/26/02 2547 1020 594645 07/26/02 194 1020 594646 07/26/02 1212 1020 594647 07/26/02 208 1020 594648 07/26/02 209 1020 594648 07/26/02 209 1020 594648 07/26/02 209 1020 594648 07/26/02 209 1020 594648 07/26/02 209 1020 594648 07/26/02 209 1020 594648 07/26/02 209 1020 594648 07/26/02 209 TOTAL CHECK 1020 594649 1020 594650 07/26/02 210 07/26/02 2753 CLARK'S HARDWOOD FLOORS 4249210 KIMBERLY MARIE CLARK 5806449 CLASS SOFTWARE SOLUTIONS 6104800 CLASS SOFTWARE SOLUTIONS 6104800 CMC OCCUPATIONAL HEALTH 5806449 CMC OCCUPATIONAL HEALTH 1104510 CMC OCCUPATIONAL HEALTH 1104510 CMC OCCUPATIONAL HEALTH 5806449 CMC OCCUPATIONAL HEALTH 1108201 CMC OCCUPATIONAL HEALTH 5806449 COLLOTON, JUDY 580 JAMES COURTNEY 5606620 THE CUPERTINO HISTORICAL 1101200 CUPERTINO LOC-N-STOR LLC 1108503 CUPERTINO LOC-N-STOR LLC 1108501 CUPERTINO PLUMBING 1100000 CUPERTINO PLUMBING 110 CUPERTINO PLUMBING 1100000 CUPERTINO SUPPLY INC 1108312 DAVID M WILLIAMS 1108407 DE ANZA COLLEGE MEDIA CE 1101031 DE ANZA SERVICES INC 1108504 DE ANZASERVICES INC 5708510 DE ANZA SERVICES INC 1108504 DE ANZA SERVICES INC 5708510 DE ANZA SERVICES INC 5606620 DE ANZA SERVICES INC 5606640 DE ANZA SERVICES INC 1108504 DE ANZA SERVICES INC 1108502 DEEP CLIFF ASSOCIATES L 5806449 CABLE MOORE, INC. 1108830 REMOVE FLOOR 31051 SERVICE AGREEMENT FOR MAINTENANCE FEES MAINTENANCE FEES CHEST XRAY CHOLESTEROL TESTING PRE-EMPLOY PHYSICAL TUBERCULOSIS TEST PHYSICAL/INJECTIONS TUBERCULOSIS TEST Refund: Check - SU~94ER PERFORMER P.0.52637 EVENT 8/25 D.KNAPP UNIT G-34 AUG2002 UNIT G-33 AUG2002 CANCELLED PERMIT RFD CANCELLED PERMIT RFD CANCELLED PERMIT RFD PARTS/SUPPLIES BEE SWARM CAPTURE PUBLIC ACCESS CARPETS QUINLAN 7/8-9 EMERGENCY CALL SPORTS SEAL FLOOR QUINLAN SEAL FLR SPORT CTR 7/3 JANITORIAL JULY2002 JANITORIAL J~JLY2002 CARPETS QUINLAN 7/9 SPEC LIBRARY 7/2002 SERVICE AGREEMENT FOR PARTS/SUPPLIES 15107 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 3500.00 120.00 4336.00 10100.00 14436.00 45.00 155.00 75.00 15.00 178.28 15.00 483.28 325.00 200.00 50.00 203.00 217.00 420.00 23.10 1.50 217.62 242.22 1140.90 82.00 25499.25 300.00 95.00 215.00 180.00 440.03 440.03 100.00 135.00 1905.06 7748.00 142.76 RUN DATE 07/25/02 TIME 14:03:21 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION C~RITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND ~ 110 - GENERAL FUND CASH ACCT C}{ECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT ..... DESCRIPTION ...... SALES TAX PAGE 4 AMOUNT 1020 594651 07/26/02 850 1020 594651 07/26/02 850 TOTAL CHECK 1020 594652 07/26/02 M 1020 594653 07/26/02 223 1020 594654 07/26/02 M 1020 594655 07/26/02 2754 1020 594655 07/26/02 2754 1020 594655 07/26/02 2754 1020 594655 07/26/02 2754 TOTAL CHECK 1020 594656 07/26/02 1434 1020 594656 07/26/02 1434 TOTAL CHECK 1020 594657 1020 594658 1020 594659 1020 594659 TOTAL CHECK 1020 594660 1020 594661 1020 594661 TOTAL CHECK 1020 594662 1020 594662 1020 594662 1020 594662 TOTAL CHECK 1020 594663 1020 594664 1020 594664 TOTAL CHECK 1020 594665 1020 594665 TOTAL CHECK 07/26/02 M 07/26/02 1949 07/26/02 253 07/26/02 253 07/26/02 ME2003 07/26/02 2361 07/26/02 2361 07/26/02 2361 07/26/02 2361 07/26/02 2361 07/26/02 2361 07/26/02 2361 07/26/02 2361 07/26/02 2361 07/26/02 2361 07/26/02 2361 DIDDAMS AMAZING PARTY ST 1106342 DIDDAMS AMAZING PARTY ST 1106342 DISNEY, DON 580 DON & MIKE'S SWEEPING IN 1108303 DONG, DIANA 580 DRIVER ALLI;~TI INSURANCE 1104540 DRIVER ALLIANT INSURANCE 1104540 DRIVER ALLIANT INSURANCE 1104540 DRIVER ALLIANT INSURANCE 1104540 EDW~uRD S. WALSH CO. 1108315 EDWARD S. WALSH CO. 1108315 ENBERG, SUSAN 580 EVENT SERVICES 1106343 EXCHANGE LINEN SERVICE 5606620 EXCHANGE LINEN SERVICE 5606620 FELS, MELISSA 1106248 FIRST BANKCARD 1108501 FIRST BANKC3%RD 1108503 FIRST BANKCARD 1101200 FIRST BANKCARD 1101000 FIRST BANKCARD 1101000 FIRST BANKCARD 1101200 FIRST BANKCAP, D 1108501 FIRST BANKCARD 1108501 FIRST BANKCARD 1108501 FIRST BANKCARD 1101000 FIRST BANKCA~D 1101201 SUPPLIES 23260 0.00 42.98 SUPPLIES 23261 0.00 19.27 0.00 62.25 Refund: Check - Rental 0.00 100.00 SPECIAL SERV 7/4/02 0.00 600.00 Refund: Check - Refund 0.00 INSUP~CE 7/13/02-03 INSURANCE 7/13/02-03 INSURANCE 7/13/02-03 INSUPJ%NCE 7/13/02-03 SUPPLIES SUPPLIES Refund: Check - SUMMER SKATE PARK 6/02-6/30/0 FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC SUPPLIES/COUNTRY FAIR JULY 2002 STATEMENT JULY 2002 STATEMENT ABLERTSON'S HELIOS/PRE-COUNCIL MTG PICCHETTI WINERY BENIHANA/STAFF WORKSHO JI/LY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0:00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 JULY 2002 STATEMENT JULY 2002 STATEMENT 55.00 46462.50 23747.50 81050.00 9000.00 160260.00 144.70 24.86 169.56 135.00 156.96 276.56 299.72 576.28 77.81 389.70 129.88 519.58 33.78 84.69 1298.70 158.69 1575.86 18.67 21.54 15.62 37.16 22.08 620.64 642.72 RUN DATE 07/25/02 TIME 14:03:22 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO PAGE 5 ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594666 07/26/02 M FORD, MARTIN 580 1020 594667 07/26/02 268 FOSTER BROS SECURITY SYS 5708510 1020 594668 07/26/02 M FRISBIE, MARGARET 580 1020 594669 07/26/02 274 FRY'S ELECTRONICS 1108312 1020 594669 07/26/02 274 FRY'S ELECTRONICS 6104800 TOTAL CHECK 1020 594670 07/26/02 281 GARDENLAND 1108315 1020 594670 07/26/02 281 GARDENLAND 1108314 TOTAL CHECK 1020 594671 07/26/02 282 GARROD FARMS/STABLES 5806449 1020 594672 07/26/02 296 KAREN GOTTLEIB 5806449 1020 594673 07/26/02 298 GRAINGER INC 1108504 1020 594673 07/26/02 298 GRAINGER INC 1108504 1020 594673 07/26/02 298 GRAINGER INC 1108501 1020 594673 07/26/02 298 GRAINGER INC 1108503 1020 594673 07/26/02 298 GR~INGER INC 5708510 1020 594673 07/26/02 298 GRAINGER INC 2708405 1020 594673 07/26/02 298 GRAINGER INC 1108312 1020 594673 07/26/02 298 GRAINGER INC 1108312 1020 594673 07/26/02 298 GRAINGER INC 1108503 TOTAL CHECK 1020 594674 07/26/02 2500 TERRY GREENE 4239222 1020 594675 07/26/02 M GREENFIELD, STEVEN 580 1020 594676 07/26/02 2546 GTM PLUMBING 1020 594676 07/26/02 2546 GTM PLUMBING 1020 594676 07/26/02 2546 GTM PLUMBING 1020 594676 07/26/02 2546 GTM PLUMBING TOTAL CHECK 1108501 1108507 1108504 1108503 1020 594677 07/26/02 315 JILL HAFF 5806449 1020 594678 07/26/02 M2003 1020 594679 07/26/02 325 HARRISON, ROBERT L. 110 DANIEL HEDDEN 1106500 1020 594680 07/26/02 1235 1020 594680 07/26/02 1235 1020 594680 07/26/02 1235 TOTAL CHECK HIGHMARK LIFE INSURANCE 110 HIGHMARK LIFE INSURANCE 110 HIGHMARK LIFE INSURANCE 6414570 1020 594681 07/26/02 M2003 HOANG, PETER 110 ..... DESCRIPTION ...... REFUNDS 159583/159582 SUPPLIES/PARTS Refund: Check - SU~ER RECORDERS 1523 SUPPLIES 15514 SUPPLIES 15127 SUPPLIES 15128 SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR PARTS/SUPPLIES PARTS/SUPPLIES PARTS/SUPPLIES PARTS/SUPPLIES PARTS/SUPPLIES PARTS/SUPPLIES 8683 PARTS/SUPPLIES PARTS/SUPPLIES PARTS/SUPPLIES MTG EXPENSE 7/16-7/23 Refund: Check - SUMMER TIME/MATERIALS TIME/MATERIALS TIME/MATERIALS TIME/MATERIALS SERVICE AGREEMENT FOR REFD UNUSED PLAN DEPOS 6/29 SECURITY SENIOR C LIFE CREDIT LIFE/A D & D LTD RFD UNUSED PLAN DEPOSI SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 540.00 142.89 157.00 640.08 409.13 1049.21 342.68 363.71 706.39 1040. O0 1600.00 318.21 1.90 91.75 184.45 187.02 539.67 76.31 134.07 17.05 1550.43 69.20 84. O0 845.00 845.00 845.00 845.00 3380.00 270.00 105.89 25.00 -59.73 7833.16 6276.89 14050.32 1114.91 RUN DATE 07/25/02 TIME 14:03:23 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CT{ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.tran$_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594682 1020 594683 1020 594683 TOTAL CHECK 1020 594684 1020 594684 1020 594684 1020 594684 1020 594684 1020 594684 1020 594684 TOTAL CHECK 1020 594685 1020 594686 1020 594687 1020 594688 1020 594689 1020 594690 1020 594691 1020 594692 1020 594693 1020 594694 1020 594695 1020 594696 1020 594697 1020 594698 1020 594699 1020 594700 1020 594701 1020 594701 TOTAL CHECK 07/26/02 2064 HOWARD G HOFF JR. 1104400 07/26/02 1951 HOMESTEAD F.F.C. INC 5806349 07/26/02 1951 HOMESTEAD F.F.C. INC 5806349 07/26/02 1898 HORIZON 1108321 07/26/02 1898 HORIZON 1108303 07/26/02 1898 HORIZON 1108312 07/26/02 1898 HORIZON 1108321 07/26/02 1898 HORIZON 1108312 07/26/02 1898 HORIZON 1108407 07/26/02 1898 HORIZON 1108314 07/26/02 M HSIEH, YEMAY 580 07/26/02 M2003 HURT, WILLIAM 110 07/26/02 341 ICE CENTER OF CUPERTINO 5806449 07/26/02 M2003 JD/gET ADAMS DESIGN 110 07/26/02 M JORGENSEN, KIM 580 07/26/02 369 KELLY-MOORE PAINT CO INC 2708404 07/26/02 1630 KIDZ LOVE SOCCER INC 5806449 07/26/02 373 KIRK XPEDX 1104310 07/26/02 M KUO, MAY 580 07/26/02 M LAM, CHEUNG-WEI 580 07/26/02 2300 BARBARA LAUX 5506549 07/26/02 M LEE, EUl~E 580 07/26/02 M2003 LEI TUNNAYE-ENNIS 110 07/26/02 M LEW, JUDI 580 07/26/02 1356 LEXISN-EXIS MATTHEW BENDE 1104300 07/26/02 M LI, NAEGWEN 580 07/26/02 400 LIFETIME TENNIS INC 5706450 07/26/02 400 LIFETIME TENNIS INC 5706450 ..... DESCRIPTION ...... FIRST AID CLASS BOWLING 7/17 17548 BOWLING 7/23 17074 PARTS/SUPPLIES PARTS/SUPPLIES PARTS/SUPPLIES SUPPLIES PARTS/SUPPLIES PARTS/SUPPLIES PARTS/SUPPLIES Refund: Check - SUMMER REFD UNUSED PLAN DEPOS SERVICE AGREEMENT FOR REFD PLAN DEPOSITS Refund: Check - SU~ER SUPPLIES 15126 SERVICE AGREEMENT FOR FY 2002-2003 OPEN PURC Refund: Check - SUeR Refund: Check - SUeR YOGA CLASSES Refund: Check - SUeR REFD UNUSED NOTICING F Refund: Check - SUeR FY 2002-2003 OPEN PURC Refund: Check - RETURN TENNIS INSTRUCTION SERVICE AGREEMENT FOR SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 o.0o 0.00 0.00 o.oo 0.00 0.00 o.oo PAGE 6 AMOUNT 70.00 115.00 200.00 315.00 550.43 441.43 40.18 225.93 354.25 667.50 52.67 2332.39 65.00 781.85 4048.00 191.23 50.00 319.39 2298.20 746.41 144.00 90.00 360.00 250.00 133.95 228.00 72.87 60.00 47713.12 23856.56 71569.68 RUN DATE 07/25/02 TIME 14:03:24 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594702 07/26/02 M 1020 594703 07/26/02 M 1020 594704 07/26/02 408 1020 594704 07/26/02 408 TOTAL CHECK 1020 594705 07/26/02 M 1020 594706 07/26/02 M 1020 594707 07/26/02 M 1020 594708 07/26/02 ME2003 1020 594709 07/26/02 M2003 1020 594710 07/26/02 M 1020 594711 07/26/02 2431 1020 594712 07/26/02 M 1020 594713 07/26/02 M 1020 594714 07/26/02 444 1020 594714 07/26/02 444 1020 594714 07/26/02 444 1020 594714 07/26/02 444 1020 594714 07/26/02 444 TOTAL CHECK 1020 594715 07/26/02 2448 1020 594716 07/26/02 1023 1020 594717 07/26/02 465 1020 594718 07/26/02 M 1020 594719 07/26/02 M 1020 594720 07/26/02 M 1020 594721 07/26/02 M 1020 594722 07/26/02 473 1020 594723 07/26/02 475 LIN, SHIAO 580 LIN, TA~94Y 580 LOS GATOS MEAT & SMOKEH0 5606620 LOS GATOS MEAT & SMOKEHO 5606620 LU, NANCY 580 MA, MARY 580 MA, MARY 580 MANNING, COLLEEN 1101060 MARCI, BILL 110 MARTINEZ, JAMES 580 MAYBERRY SALES AND SERVI 1108503 MERTOL, ATILA 580 MEYER, LEONOR 580 MINTON'S LUMBER 2708405 MINTON'S LUMBER 1108501 MINTON'S LUMBER 1108314 MINTON'S LUMBER 1108506 MINTON'S LUMBER 1108303 MO, TERESA F. 5506549 MASSOUD MODJTEHEDI 1107502 MOUNTAIN VIEW GALEN CEN 1108312 MULLER, ANNE 580 NAKAI, KAORI 580 NAKAMURA, JILL 580 NARAYANAN, VENKAT 580 NASER DISTRIBUTORS INC 5606620 NATIONAL CONSTRUCTION RE 1108312 ..... DESCRIPTION ...... SALES TAX Refund: Check - SUMMER Refund: Check - SDI~ZR FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC Refund: Check - SUMMER Refund: Check - SU594ER REFUNDS 160264 & 16034 INCENTIVE GIFTS REFD UNUSED PLAN DEPOS Refund: Check - SUlkiER HONDA GENERATOR MODEL Refund: Check - SU~ER Refund: Check - SL~ER PARTS/SUPPLIES 15122 PARTS/SUPPLIES 15119 SUPPLIES 8652 PARTS/SUPPLIES 24039 SUPPLIES 8652 SUPPLIES 7/15,16 PLAN REVW SERV 3/11-7/ LANDSCAPING SUPPLIES Refund: Check - SUeR REFUNDS 159588,159587 Refund: Check - SUMMER Refund: Check - SU~94ER FY 2002-2003 OPEN PURC RENTAL 7/04-7/31/02 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0,00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 7 AMOUNT 434.50 112.50 4124.23 1837.68 5961.91 58.00 180.00 158.00 616.00 764.79 75.00 825.00 224.33 65.00 23.76 122.01 50.00 31.41 308.84 536.02 86.05 22919.00 97.27 60.50 179.00 78.00 75.00 889.46 91.63 RUN DATE 07/25/02 TIME 14:03:25 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT FUND SELEC'fION CRITERIA: transact.tran$_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENEI~ FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT DESCRIPTION ...... SALES TAX PAGE 8 AMOUNT 1020 594724 07/26/02 479 NATURES WOOD 5606620 1020 594725 07/26/02 1550 ADONIS L NECESITO 1103500 1020 594726 07/26/02 484 NEW PIG CORP 2708404 1020 594727 07/26/02 485 NEWMAN TKAFFIC SIGNS 2708405 1020 594728 07/26/02 M2003 NGUYEN, THINH H. 110 1020 594729 07/26/02 M2003 NORTON, DENNIS 110 1020 594730 07/26/02 2639 NOVA PARTNERS INC 4239222 1020 594731 07/26/02 499 DEBBIE O'NEILL 5606620 1020 594732 07/26/02 493 OFFICE DEPOT 1108201 1020 594732 07/26/02 493 OFFICE DEPOT 1107501 TOTAL CHECK 1020 594733 07/26/02 494 OFFICE DEPOT CREDIT PLAN 1101500 1020 594734 07/26/02 1190 RONALD OLDS 1103500 1020 594735 07/26/02 2241 ONE WORKPLACE 1103300 1020 594735 07/26/02 2241 ONE WORKPLACE 1103300 1020 594735 07/26/02 2241 ONE WORKPLACE 1103300 TOTAL CHECK 1020 594736 07/26/02 507 DAN OSBORNE DBA:OSBORNE 1108505 1020 594736 07/26/02 507 DAN OSBORNE DBA:OSBOKNE 1108501 1020 594736 07/26/02 507 DAN OSBORNE DBA:OSBORNE 1108602 TOTAL CHECK 1020 594737 07/26/02 M OU, JUNG-HSING 580 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 1020 594738 07/26/02 2692 PACIFIC BELL 6104800 5606620 1108503 1101500 1108504 1108503 1108505 6104800 1108505 1108501 1108501 5708510 1108505 1108501 FY 2002-2003 OPEN PURC SERVICES 7/08-7/21 PARTS/SUPPLIES 15109 PARTS/SUPPLIES 45% PERF BOND REFD UN-JSED MAILING DP SERVICES FOR JUNE 2002 PERFORMER P.O.52640 OFFICE SUPPLIES OFFICES SUPPLIES OFFICE SUPPLIES SERVICES 7/08-7/21 OFFICE FURNITURE OFFICE FURNITURE OFFICE FURNITURE TIME/MATERIALS TIME/MATERIALS TIME/MATERIALS Refund: Check - SUltriER JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 357.23 690.00 194.06 4382.00 7650.00 260.20 19641.60 380.00 51.71 43.05 94.76 102.12 300.00 487.13 346.78 5820.89 6654.80 1871.92 1685.75 285.00 3842.67 138.00 259.36 89.55 89.55 245.43 490.84 245.43 245.43 620.72 55.25 89.54 245.43 89.55 89.54 89.54 RUN DATE 07/25/02 TIME 14:03:27 - FINANCIAL ACCOUNTING 07/25/02 ACCOUNTING PERIOD: 1/03 CITY OF CUPERTINO CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594738 07/26/02 2692 PACIFIC BELL 1108504 1020 594738 07/26/02 2692 PACIFIC BELL 1101500 1020 594738 07/26/02 2692 PACIFIC BELL 5708510 TOTAL CHECK 1020 594739 07/26/02 511 PACIFIC BELL/WORLDCOM 1108501 1020 594740 07/26/02 515 PACIFIC WEST SECURITY IN 1102403 1020 594741 07/26/02 526 1020 594741 07/26/02 526 TOTAL CHECK PENINSULA DIGITAL IMAGIN 1108101 PENINSULA DIGITAL IMAGIN 4209116 1020 594742 07/26/02 M2003 PHAN, THIEU 110 1020 594743 07/26/02 545 JEFF PISERCHIO 5606640 1020 594744 07/26/02 559 PROJECT SENTINEL 1107405 1020 594745 07/26/02 2380 PURCHASE POWER 1104310 1020 594745 07/26/02 2380 PURCHASE POWER 1104310 TOTAL CHECK 1020 594746 07/26/02 M RASHKOVSKY, RIS~IA 580 1020 594747 07/26/02 581 RELI/EBLE 1020 594747 07/26/02 581 RELIABLE TOTAL CHECK 1104300 1104300 1020 594748 07/26/02 2482 RHI CONSULTING 1020 594748 07/26/02 2482 RIiI CONSULTING 1020 594748 07/26/02 2482 RHI CONSULTING TOTAL CHECK 6104800 6104800 6104800 1020 594749 07/26/02 590 1020 594749 07/26/02 590 TOTAL CHECK RICH VOSS TRUCKING INC 5208003 RICH VOSS TRUCKING INC 2708404 1020 594750 07/26/02 602 ROYAL COACH TOURS 5506549 1020 594751 1020 594752 1020 594752 TOTAL CHECK 07/26/02 1417 07/26/02 2043 07/26/02 2043 JENNIFER ROZWOOD 5606620 RUDE'S PEST MANAGEMENT 1108501 RUDE'S PEST MANAGEMENT 1108503 1020 594753 07/26/02 M2003 SAN FRANCISCO ZOO 5806349 1020 594754 07/26/02 71 SAN JOSE DAIRY 5606620 1020 594755 07/26/02 2031 SANTA CLARA COUNTY CITIE 1101000 ..... DESCRIPTION ...... JULY 2002 SERVICE JULY 2002 SERVICE JULY 2002 SERVICE #2522405 JULY2002 TIME/MATERIALS BEST MGMNT PRACTICES IMPROVEMENT PLANS REFD UNUSED R-1 REVW BBF GOLF CONCESSIONAIR SERVICES 4/1 TO 6/30/0 POSTAGE METER RESET POSTAGE METER RESET REFUNDS 160318 & 16031 SUPPLIES 17106 SUPPLIES 17107 J.SEVERANCE W/E 7/05 J.SEVERANCE W/E 7/12 J.SEVEP, ANCE W/E 6/28 FY 2002-2003 OPEN PURC SAND 8674 TRANSPORTATION 6/27 PERFORMER P.O.52633 I.P.M. PROGRAM SPRAY GENERAL PEST DAY CAMP ENTRANCE FEES FY 2002-2003 OPEN PURC ASSOCIATION DUES SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 9 AMOUNT 89.54 89.54 245.43 3369.67 15.75 4472.00 69.82 106.03 175.85 118.82 1899.00 5175.00 1015.00 1015.00 2030.00 225.00 61.28 44.67 105.95 1008.oo 1008.00 1008.00 3024.00 700.00 561.60 1261.60 738.55 200.00 1350.00 175.00 1525.00 144.00 403.00 5000.00 RUN DATE 07/25/02 TIME 14:03:28 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CTIECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT ..... DESCRIPTION ...... SALES TAX PAGE 10 AMOUNT 1020 594756 07/26/02 1636 SANTA CLARA CTY SHERIFF 1104510 1020 594757 07/26/02 628 1020 594757 07/26/02 628 1020 594757 07/26/02 628 1020 594757 07/26/02 628 1020 594757 07/26/02 628 TOTAL CHECK 1020 594758 07/26/02 635 1020 594759 07/26/02 636 1020 594760 07/26/02 639 1020 594760 07/26/02 639 1020 594760 07/26/02 639 1020 594760 07/26/02 639 1020 594760 07/26/02 639 1020 594760 07/26/02 639 TOTAL C~ECK 1020 594761 07/26/02 644 1020 594761 07/26/02 644 TOTAL CHECK 1020 594762 07/26/02 M 1020 594763 07/26/02 647 1020 594764 07/26/02 2446 1020 594765 07/26/02 1910 1020 594766 07/26/02 2415 1020 594766 07/26/02 2415 TOTAL CHECK 1020 594767 07/26/02 659 1020 594768 07/26/02 1523 1020 594769 07/26/02 200 1020 594770 07/26/02 M 1020 594771 07/26/02 2733 1020 594771 07/26/02 2733 TOTAL CHECK 1020 594772 07/26/02 1954 SANTA CLARA COUNTY SHERI 5606620 Si~NTA CLARA COUAF~Y SHERI 5606620 SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA VALLEY WATER 5606640 SANTA CRUZ BOARDWALK 5806349 SAVIN CORPORATION (COPIE 5506549 SAVIN CORPORATION (COPIE 1104310 SAVIN CORPORATION (COPIE 5806249 SAVIN CORPORATION (COPIE 5806449 SAVIN CORPORATION (COPIE 5706450 SAVIN CORPORATION (COPIE 5806349 SCREEN DESIGNS 1106342 SCREEN DESIGNS 5806449 SENZER, LINDA 580 ELIZABETH SHANNON 5806449 SIGNA A RAMA 1101201 SILICON SHORES INC 5806449 SIMON MARTIN-VEGUE WINKE 4239222 SIMON MARTIN-VEGUE WINKE 4239222 SKYHAWKS SPORTS ACADEMY 5806449 JANA SOKALE 4209117 LESLIE SOKOL DBA DANCEKI 5806449 SONTI, JAGDISH 580 SONY BROADCAST AND PROF 1103500 SONY BROADCAST AND PROF 1103500 SPHERION CORPORATION 1108201 FINGERPRINTING JUNE200 0.00 FY 2002-2003 OPEN PURC 0.00 FY 2002-2003 OPEN PURC 0.00 FY 2002-2003 OPEN PURC 0.00 FY 2002-2003 OPEN PURC 0.00 FY 2002-2003 OPEN PURC 0.00 0.00 WATER SERV 1/1-6/30/02 0.00 24 PARTICIPANTS 7/19 0.00 336.00 761.00 887.82 380.50 380.50 792.71 3202.53 4551.36 430.80 #15060106 4/8-7/8/2 0.00 47.31 #15060106 4/8-7/8/2 0.00 59.97 #15060106 4/8-7/8/2 0.00 51.48 #15060106 4/8-7/8/2 0.00 13.68 #15060106 4/8-7/8/2 0.00 9.44 #15060106 4/8-7/8/2 0.00 12.98 0.00 194.86 HATS 0.00 378.88 LACROSSE 0.00 200.26 0.00 579.14 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Refund: Check - SUMMER SERVICE AGREEMENT FOR LETTERING/SANDWICH BRD SERVICE AGREEMENT FOR PUBLIC WORKS CON~fRACT PUBLIC WORKS CONTRACT SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR Refund: Check - Rental PINCH ROLLER ASSEMBLY PINC~ ROLLER ASSEMBLY N.LA W/E 7/07 0.00 345.00 480.00 102.84 2799.00 250.00 59940.52 60190.52 4780.00 8159.67 3024.60 100.00 2197.76 149.90 2347.66 561.75 RUN DATE 07/25/02 TIME 14:03:29 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT ..... DESCRIPTION ...... SALES TAX PAGE 11 AMOUNT 1020 594773 07/26/02 891 JOAN SPITSEN 5506549 1020 594774 07/26/02 2661 1020 594774 07/26/02 2661 1020 594774 07/26/02 2661 TOTAL CHECK 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 1020 594775 07/26/02 1011 TOTAL CHECK 1020 594776 1020 594777 1020 594777 TOTAL CHECK 1020 594778 1020 594779 1020 594780 1020 594780 1020 594780 1020 594780 1020 594780 TOTAL CHECK 1020 594781 1020 594781 1020 594781 1020 594781 1020 594781 1020 594781 TOTA~L CHECK 1020 594782 1020 594783 07/26/02 684 07/26/02 951 07/26/02 951 07/26/02 1825 07/26/02 M2003 07/26/02 695 07/26/02 695 07/26/02 695 07/26/02 695 07/26/02 695 07/26/02 696 07/26/02 696 07/26/02 696 07/26/02 696 07/26/02 696 07/26/02 696 07/26/02 M 07/26/02 699 SPOT WATER MANAGEMENT 5609105 SPOT WATER MANAGEMENT 5609105 SPOT WATER MANAGEMENT 5609105 STATE BOARD OF EQUALIZAT 570 STATE BOARD OF EQUALIZAT 110 STATE BOARD OF EQUALIZAT 630 STATE BOARD OF EQUALIZAT 560 STATE BOARD OF EQUALIZAT 210 STATE BOARD OF EQUALIZAT 550 STATE BOARD OF EQUALIZAT 610 STATE BOARD OF EQUltLIZAT 580 STATE BOARD OF EQUALIZAT 270 STATE BOARD OF EQUALIZAT 560 STATE BOARD OF EQUALIZAT 5700000 STATE BOARD OF EQUALIZAT 110 CHERYL STODDARD 5806449 SU~ERWINDS GARDEN CNTR, 1108321 SU~RWINDS GARDEN CNTR, 1108321 SUPERIOR FRICTION 6308840 SUPPORT SYSTEMS HOMES 110 SYSCO FOOD SERVICES OF S 5606620 SYSCO FOOD SERVICES OF S 5606620 SYSCO FOOD SERVICES OF S 5606620 SYSCO FOOD SERVICES OF S 1101060 SYSCO FOOD SERVICES OF S 5606620 PICNIC @ SPRECKELS CIP SPRINKLER IRRIGATI CIP SPRINKLER IRRIGATI CIP IRRIGATION APRIL-JUNE 2002 APRIL-JUNE 2002 APRIL-J~ 2002 APRIL-JUNE 2002 APRIL-JUNE 2002 APRIL-JUNE 2002 APRIL-JUNE 2002 APRIL-JTTNE 2002 APRIL-JUNE 2002 APRIL-J~ 2002 APRIL-JUNE 2002 APRIL-JUNE 2002 SERVICE AGREEMENT FOR LANDSCAPING 15124 LANDSCAPING SUPPLIES PARTS/SUPPLIES 15114 REFD UNUSED PLAN DEPOS FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC SPECIAL EVENT SUPPLIES FY 2002-2003 OPEN PURC TADCO SUPPLY 1108312 SUPPLIES TADCO SUPPLY 1108315 SUPPLIES TADCO SUPPLY 1108314 SUPPLIES TADCO SUPPLY 1108303 SUPPLIES TADCO SUPPLY 1108501 PARTS/SUPPLIES 15113 TADCO SUPPLY 1108321 SUPPLIES TAI-CHANG, JULIE 580 TAP PLASTICS INC 1108501 Refund: Check - SUMMER SUPPLIES 15650 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 70.71 2000.00 2000.00 2200.00 6200.00 37.54 2412.40 141.87 1482.46 339.49 44.55 500.05 199.37 69.30 3322.22 277.75 -5777.00 3050.00 300.00 229.62 134.75 364.37 130.68 222.07 1647.16 1528.24 4268.79 94.78 2751.67 10290.64 400.00 60.12 400.00 400.00 485.28 400.00 2145.40 58.00 50.00 RUN DATE 07/25/02 TIME 14:03:31 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594784 07/26/02 700 1020 594784 07/26/02 700 1020 594784 07/26/02 700 1020 594784 07/26/02 700 1020 594784 07/26/02 700 1020 594784 07/26/02 700 1020 594784 07/26/02 700 TOTAL CHECK 1020 594785 07/26/02 701 1020 594785 07/26/02 701 1020 594785 07/26/02 701 TOTAL CHECK 1020 594786 07/26/02 M2003 1020 594787 07/26/02 1763 1020 594788 07/26/02 2556 1020 594789 07/26/02 708 1020 594790 07/26/02 709 1020 594791 07/26/02 M 1020 594792 07/26/02 723 1020 594792 07/26/02 723 TOTAL CHECK 1020 594793 07/26/02 M2003 1020 594794 07/26/02 M2003 1020 594795 07/26/02 M 1020 594796 07/26/02 745 1020 594796 07/26/02 745 1020 594796 07/26/02 745 1020 594796 07/26/02 745 TOTAL CHECK 1020 594797 1020 594798 1020 594799 1020 5948O0 1020 594800 TOTAL CHECK TARGET SPECIALTY PRODUCT 1108303 TARGET SPECIALTY PRODUCT 1108312 TARGET SPECIALTY PRODUCT 1108303 TARGET SPECIALTY PRODUCT 1108312 TARGET SPECIALTY PRODUCT 1108303 TARGET SPECIALTY PRODUCT 1108321 TARGET SPECIALTY PRODUCT 1108315 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 1108321 THE EXPLORATORIUM 5806349 THEATERFUN INC 5806349 THOMAS SWAN SIGN CO., IN 1109215 NANCY THOMPSON 5806449 LOU THUP~ 5806449 TSUI, ANITA 580 TUFF SHED 1108321 TUFF SHED 1108321 ULTIMATE OFFICE 1104300 UNIVERSITY OF CALIFORNIA 1104510 VIER, MAUREEN 580 VMI INC VMI INC VMI INC VMI INC 1103500 1103500 1103500 1103500 07/26/02 M 07/26/02 M2003 07/26/02 M 07/26/02 761 07/26/02 761 WANG, REN WANG, STANLEY WANG, SUSAN WEDEMEYER BAKERY WEDEMEYER BAKERY 580 110 580 5606620 5606620 ..... DESCRIPTION ...... SALES TAX PARTS/SUPPLIES 0.00 PARTS/SUPPLIES 0.00 PARTS/SUPPLIES 0.00 PARTS/SUPPLIES 0.00 PARTS/SUPPLIES 0.00 PARTS/SUPPLIES 0.00 PARTS/SUPPLIES 0.00 0.00 PAGE 12 AMOUNT 561.08 3070.83 1665.84 2231.30 2652.13 29.79 2021.37 12232.34 SUPPLIES 25339 0.00 44.59 SUPPLIES 17054 0.00 106.06 SUPPLIES 8689 0.00 224.88 0.00 375.53 ADMISSION 7/17 0.00 104.50 0.00 SERVICE AGREEMENT FOR MISC SINAGE 0.00 0.00 SERVICE AGREEMENT FOR 0.00 SERVICE AGREEMENT FOR 0.00 Refund: Check - SUMMER 0.00 0.00 0.00 TUFF SHED AT JOLLYMAN TUFF SHED AT JOLLYMAN 0.00 BASE UNITS/DESKTOP ORG 260.00 3290.00 216.00 946.00 299.00 3119.77 3119.77 6239.54 19.00 PUB EMPLY RELATIONS 0.00 250.00 Refund: Check - SU~94ER 0.00 PRV 9000 DVD RECORDER COLOR MONITORS AND PAN PRV 9000 DVD RECORDER COLOR MONITORS AND PAN 0.00 0.00 0.00 0.00 0.00 Refund: Check - SUMMER 0.00 RELEASE/GRADE BOND 0.00 Refund: Check - SU~4ER 0.00 FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC 0.00 0.00 0.00 259.33 42.14 1556.71 3576.90 880.06 6055.81 764.15 17300.00 36.00 473.29 235.70 708.99 RUN DATE 07/25/02 TIME 14:03:32 - FINANCIAL ACCOUNTING 07/25/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 1/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/22/2002" and "07/26/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594801 07/26/02 M WELCI{, PIA 580 1020 594802 07/26/02 783 WIEBE PAINTING 1108503 1020 594803 07/26/02 M WILLIAMS, SONYA 580 1020 594804 07/26/02 2744 WINTERS, PATRICIA 5806349 1020 594805 07/26/02 M WONG, SUSANNE 580 1020 594806 07/26/02 2456 WORLD JOURNAL 1103300 1020 594807 07/26/02 794 XEROX CORPORATION 1104310 1020 594808 07/26/02 1081 YAMAGAMI'S NURSERY 1108303 1020 594809 07/26/02 M2003 YANG, CHIPANG 110 1020 594810 07/26/02 M YEO, HEE 580 1020 594811 07/26/02 M ZHAO, JAUN 580 TOTAL CASH ACCOUNT TOTAL FUND TOTAL REPORT ..... DESCRIPTION ...... Refund: Check - SUMMER TIME/MATERIALS Refund: Check - Full r NATURE CAMP 8/12 Refund: Check - SUeR LEGAL ADS 6/19-7/03 FY 2002-2003 OPEN PURC LANDSCAPING SUP 15110 REFD PLAN DEPOSITS Refund: Check - SLr~gdER Refund: Check - SUeR SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 13 AMOUNT 150.00 875.00 750.00 125.00 120.00 712.80 1597.13 141.21 635.04 65.00 32.50 639408.51 639408.51 639408.51 RUN DATE 07/25/02 TIME 14:03:32 - FINANCIAL ACCOUNTING DRAFT RESOLUTION NO. 02-142 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ALLOWING CERTAIN CLAIMS AND DEMANDS PAYABLE IN THE AMOUNTS AND FROM THE FUNDS AS HEREINAFTER DESCRIBED FOR GENERAL AND MISCELLANEOUS EXPENDITURES FOR THE PERIOD ENDING AUGUST 02, 2002 WHEREAS, the Director of Administrative Services or her designated representative has certified to accuracy of the following claims and demands and to the availability of funds for payment hereof; and WHEREAS, the said claims and demands have been audited as required by law. NOW, THEREFORE, BE IT RESOLVED, that the City Council hereby allows the following claims and demands in the amounts and from the fimds as hereinafter set forth in Exhibit "A". CERTIFIED: Directo(of Adrdinistrative Services PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August ., 2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino 08/01/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO 1020 594812 1020 594813 1020 594814 1020 594814 TOTAL CHECK 1020 594815 1020 594815 TOTAL CHECK 1020 594816 1020 594817 1020 594818 1020 594819 1020 594820 1020 594821 1020 594821 TOTAL CHECK 1020 594822 1020 594823 1020 594824 1020 594825 1020 594825 TOTAL CHECK 1020 594826 1020 594827 1020 594827 TOTAL CHECK 1020 594828 1020 594828 1020 594828 1020 594828 1020 594828 1020 594828 TOTAL CHECK 1020 594829 ISSUE DT .............. VENDOR ............. FUND/DEPT 08/02/02 M2003 3CMA 1103300 08/02/02 1350 A & R BOOTH RENTAL 1106248 08/02/02 44 AMERICAN RED CROSS 5806449 08/02/02 44 AMERICAN RED CROSS 5806349 08/02/02 2501 AT&T BROADBAND 1106500 08/02/02 2501 AT&T BROADBAND 1103300 08/02/02 2757 08/02/02 2477 08/02/02 M 08/02/02 M 08/02/02 1066 08/02/02 1273 08/02/02 1273 BALLOONATICS, INC. 5606620 BAY AREA PLUMBING SUPPLY 1108312 BEAUPRE, CAT~Y 580 BECK, LINDA 580 BROWNING-FERRIS INDUSTRI 5208003 BSN/PASSON'S/GSC SPORTS 5606620 BSN/PASSON'S/GSC SPORTS 5606620 08/02/02 M 08/02/02 1367 08/02/02 M2003 08/02/02 508 08/02/02 508 BUSZDIEKER, PATRICIA 580 C A P I O 1103300 CALI REAL ESTATE PARTNER 110 CALIFORNIA PUBLIC EMPLOY 1104510 CALIFORNIA PUBLIC EMPLOY 110 08/02/02 1145 08/02/02 2232 08/02/02 2232 CALIFORNIA SURVEYING & D 1108101 CARIAGA, LOURDES 110 CARIAGA, LOURDES 110 08/02/02 147 08/02/02 147 08/02/02 147 08/02/02 147 08/02/02 147 08/02/02 147 ..... DESCRIPTION ...... CONF REG/R. KITSON CARNIVAL BOOTHS/GAMES SUPPLIES SUPPLIES 8/Ol-8/3o 8/Ol-8/3o BALLOONS #15791 SUPPLIES 15131 Refund: Check - Rental Refund: Check - Rental LANDFILL JUNE2002 SPORTS EQUIPMENT SPORTS EQUIPMENT Refund: Check - Rental ANNUAL DUES R.KITSON REFD UNUSED ARCHITECT AUG 02 AUG 02 SUPPLIES SSGARNSMNT CSGARNSMNT CASH 1106500 PROF SRVS CASH 1106500 TRAINING CASH 5506549 SUPPLIES CASH 5506549 SOCIALS CASH 5506549 TRIPS CASH 1106529 SUPPLIES 08/02/02 149 CASH 1104510 PETTY CASH SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 1 AMOUNT 495.00 759.36 110.00 110.00 220.00 5.27 15.82 21.09 471.00 120.16 300.00 500.00 87022.53 321.17 430.79 751.96 750.00 175.00 102.91 28454.26 52585.68 81039.94 195.10 103.84 306.50 410.34 40.00 22.79 18.75 78.22 55.00 8.70 223.46 14.55 RUN DATE 08/01/02 TIME 15:58:20 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO PAGE 2 ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594829 08/02/02 149 CASH 6104800 1020 594829 08/02/02 149 CASH 1108101 1020 594829 08/02/02 149 CASH 1104400 1020 594829 08/02/02 149 CASH 1107302 1020 594829 08/02/02 149 CASH 1108001 1020 594829 08/02/02 149 CASH 1107501 1020 594829 08/02/02 149 CASH 1101201 1020 594829 08/02/02 149 CASH 1101000 TOTAL CHECK 1020 594830 08/02/02 1057 1020 594830 08/02/02 1057 TOTAL CHECK CERIDIAN BENEFITS SERVIC 110 CERIDIAN BENEFITS SERVIC 110 1020 594831 08/02/02 1820 1020 594831 08/02/02 1820 TOTAL CHECK CERIDIAN BENEFITS SERVIC 1104510 CERIDIAN BENEFITS SERVIC 110 1020 594832 08/02/02 1156 CHA 110 1020 594833 08/02/02 2461 CHABOT SPACE & SCIENCE C 5806349 1020 594834 08/02/02 M CHEN, JIANH-SHUH 580 1020 594835 08/02/02 2737 CHRISTOPHER CLARK 5806249 1020 594836 08/02/02 M CLEAVER, JOE 580 1020 594837 08/02/02 192 CMC OCCUPATIONAL HEALTH 1108201 1020 594837 08/02/02 192 CMC OCCUPATIONAL HEALTH 1108201 1020 594837 08/02/02 192 CMC OCCUPATIONAL HEALTH 1108201 1020 594837 08/02/02 192 CMC OCCUPATIONAL HEALTH 1108201 1020 594837 08/02/02' 192 CMC OCCUPATIONAL HEALTH 1108201 1020 594837 08/02/02 192 CMC OCCUPATIONAL HEALTH 1108201 TOTAL CHECK / 1020 594838 08/02/02 178 COLONIAL LIFE & ACCIDEN~ 110 1020 594839 08/02/02 2758 CO~qERCIAL MILL 1020 594840 08/02/02 2704 BRIAN CORDIEL 1020 594841 08/02/02 1293 COSMO JUMP 1108312 5606620 5606620 1101500 1108509 1108314 1108315 1108302 1108303 1020 594842 08/02/02 197 CTC FUNDING, LLC 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 DE ANZA SERVICES INC DE ANZA SERVICES INC DE ANZA SERVICES INC DE ANZASERVICES INC DE ANZA SERVICES INC ..... DESCRIPTION ...... PETTY CASH PETTY CASH PETTY CASH PETTY CASH PETTY CASH PETTY CASH PETTY CASH PETTY CASH *FLEX HLTH/240125 *FLEX DEP/240125 ADMIN FEES ADMIN FEES CHA ADMISSION/PO 15665 Refund: Check ~ SUMMER SERVICE AGREEMENT FOR Refund: Check - Rental PRO SRV PRO SRV PRO SRV PRO SRV PRO SRV PRO SRV PREMIUM 8/1-8/31 PARTS 15106 SERVICE AGREEMENT FOR RENTAL/SERVICE AUG2002 70-1D-CU JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 '0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 28.12 20.00 81.36 34.62 27.00 44.95 6.64 21.90 279.14 426.94 165.40 592.34 27.50 22.50 50.00 132.00 350.00 114.00 967.50 300.00 625.56 310.00 565.28 410.00 450.00 310.00 2670.84 36.55 350.73 315.00 350.00 4341.00 669.09 4438.26 739.71 739.71 1479.42 RUN DATE 08/01/02 TIME 15:58:21 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO PAGE 3 ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 1020 594843 08/02/02 209 TOTAL CHECK DE ANZA SERVICES INC 1108508 DE ANZASERVICES INC 1108505 DE ANZA SERVICES INC 1108507 DE ANZA SERVICES INC 1108507 DE ANZA SERVICES INC 5708510 DE ANZA SERVICES INC 1108504 DE ANZA SERVICES INC 1108509 DE ANZA SERVICES INC 1108503 DE ANZA SERVICES INC 1108502 DE ANZA SERVICES INC 1108501 DE ANZA SERVICES INC 1108506 DE ANZA SERVICES INC 1108407 1020 594844 08/02/02 M DEACON, THOMAS 580 1020 594845 08/02/02 1242 DIGITAL PRINT IMPRESSION 1101200 1020 594846 1020 594846 TOTAL CHECK 08/02/02 220 08/02/02 220 DISCOUNT SCHOOL SUPPLY 5806349 DISCOUNT SCHOOL SUPPLY ' 5806349 1020 594847 08/02/02 M DRUSINSKY, DGANIT 580 1020 594848 08/02/02 233 ECONOMIC DRIVING SCHOOL 5806249 1020 594849 08/02/02 2762 ELEVATOR SERVICE CO., IN 5606660 1020 594850 08/02/02 242 EMPLOYMENT DEVEL DEPT 110 1020 594851 08/02/02 243 EMPLOYMENT DEVELOPMENT 110 1020 594852 08/02/02 M2003 ENR/BNI BOOKS 1108101 1020 594853 1020 594853 1020 594853 1020 594853 1020 594853 TOTAL CHECK 08/02/02 260 08/02/02 260 08/02/02 260 08/02/02 260 08/02/02 260 FEDERAL EXPRESS CORP 1108601 FEDERAL EXPRESS CORP 4209534 FEDERAL EXPRESS CORP 5208003 FEDERAL EXPRESS CORP 1108601 FEDERAL EXPRESS CORP 110 1020 594854 1020 594854 1020 594854 1020 594854 TOTAL CHECK 08/02/02 2361 08/02/02 2361 08/02/02 2361 08/02/02 2361 FIRST BANKCARD 5506549 FIRST BANKCARD 5506549 FIRST BANKCARD 5506549 FIRST BANKCARD 5506549 1020 594855 1020 594855 1020 594855 1020 594855 08/02/02 2361 08/02/02 2361 08/02/02 2361 08/02/02 2361 FIRST BANKCARD 5806449 FIRST BANKCARD 1106343 FIRST BANKCARD 1106448 FIRST BANKCARD 5806249 ..... DESCRIPTION ...... JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 JULY 2002 Refund: Check - Return B.CARDS/D.KNAPP SUPPLIES 17552 SUPPLIES 17551 Refund: Check - SUMMER SERVICE AGREEMENT FOR REPAIRS/BLUE PHEASANT SIT/932-0014-5 SDI/776-5260-0 CONSTR. INSPECT 7TH ED COURIER SERVICE COURIER SERVICE COURIER SERV BIANCHI COURIER SERVICE COURIER SERVICE STATEMENT JULY2002 FINANCE CHARGE STATEMENT JULY2002 STATEMENT JULY2002 JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 o.o0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 138.20 3451.80 1141.35 1506.79 2466.56 6097,32 697.45 1961.30 4111.39 2813.28 338.67 1004.89 33795.19 300.00 82.98 306.93 407.48 714.41 110.00 2860.00 291.81 19160.11 990.32 77.95 17.43 23.48 31.06 16.22 15.53 103.72 23.90 18.09 19.97 929.00 990.96 171.96 36.62 148.27 122.77 RUN DATE 08/01/02 TIME 15:58:22 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO PAGE 4 ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT C~ECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594855 08/02/02 2361 FIRST BANKCARD 1106647 1020 594855 08/02/02 2361 FIRST BANKCARD 5806449 1020 594855 08/02/02 2361 FIRST BA~KCARD 5806449 1020 594855 08/02/02 2361 FIRST BANKCARD 1106342 1020 594855 08/02/02 2361 FIRST BANKCARD 1101060 1020 594855 08/02/02 2361 FIRST BANKCARD 5806349 1020 594855 08/02/02 2361 FIRST BANKCARD 5806349 TOTAL CHECK 1020 594856 08/02/02 2361 FIRST BANKCARD 1104310 1020 594856 08/02/02 2361 FIRST BANKCARD 1101075 1020 594856 08/02/02 2361 FIRST BANKCARD 1104510 1020 594856 08/02/02 2361 FIRST BANKCARD 1104300 1020 594856 08/02/02 2361 FIRST BANKCARD 1101000 TOTAL CHECK 1020 594857 08/02/02 2361 FIRST BANKCARD 1104000 1020 594857 08/02/02 2361 FIRST BANKCARD 5606640 1020 594857 08/02/02 2361 FIRST BANKCARD 6104800 TOTAL CHECK 1020 594858 08/02/02 2361 FIRST BANKCARD 5606620 1020 594858 08/02/02 2361 FIRST BANKCARD 5806649 1020 594858 08/02/02 2361 FIRST BANKCARD 5606620 TOTAL CHECK 1020 594859 08/02/02 1808 KIM FREY 5806349 1020 594860 08/02/02 274 FRY'S ELECTRONICS 6104800 1020 594861 08/02/02 277 JOHi~ FUNG 5806249 1020 594862 08/02/02 M GAGLIASSO, MILDRED 580 1020 594863 08/02/02 2546 GTM PLUMBING 1108312 1020 594864 08/02/02 2282 HEALTH CONNECTIONS 1106500 1020 594865 08/02/02 2540 HILTI 1108312 1020 594866 08/02/02 2612 RONALD HOGUE 5506549 1020 594867 08/02/02 1951 HOMESTEAD F.F.C. INC 5806349 1020 594868 08/02/02 M HONG, RICHARD 580 1020 594869 08/02/02 1898 HORIZON 1108321 1020 594870 08/02/02 M HORNG, EMILY 580 1020 594871 08/02/02 2027 MARSHA HOVEY 1104400 ..... DESCRIPTION ...... J-JLY 2002 STATEMENT STATEMENT JULY2002 STATEMENT JULY2002 JULY 2002 STATEMENT JULY 2002 STATEMENT STATEMENT JULY2002 STATEMENT JULY2002 JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT JULY 2002 STATEMENT STATEMENT JULY2002 STATEMENT JULY2002 CANDY/DRINKS TEEN DANC SUPPLIES 15517 SERVICE AGREEMENT FOR Refund: Check - Rental PARTS & LABOR BALLOONS/H.FAIR 8/2/02 PARTS/SUPPLIES SERVICE AGREEMENT FOR BOWLING 7/24 17509 Refund: Check - Rental SUPPLIES Refund: Check - SU~94ER CERT SUPPLIES SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.oo 0.00 0.00 0.00 0.00 AMOUNT 33.20 479.60 22.56 822.68 136.76 210.15 1993.34 4177.91 62.14 49.75 78.32 91.59 270.17 551.97 23.90 91.90 144.72 260.52 266.28 108.68 241.16 616.12 75.13 436.96 97.00 750.00 4588.00 75.00 1852.62 160.00 235.00 750.00 23.94 335.20 53.22 RUN DATE 08/01/02 TIME 15:58:23 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO 1020 594871 TOTAL CHECK 1020 594872 08/02/02 M 1020 594873 08/02/02 343 1020 594874 08/02/02 1981 1020 594874 08/02/02 1981 TOTAL CHECK 1020 594875 08/02/02 M 1020 594876 08/02/02 354 1020 594877 08/02/02 M2003 1020 594878 08/02/02 M2003 1020 594879 08/02/02 367 1020 594880 08/02/02 M2003 1020 594881 08/02/02 2355 1020 594882 08/02/02 M 1020 594883 08/02/02 397 1020 594884 08/02/02 1356 1020 594885 08/02/02 M2003 1020 594886 08/02/02 M 1020 594887 08/02/02 M2003 1020 594888 08/02/02 M2003 1020 594889 08/02/02 M2003 1020 594890 08/02/02 2734 1020 594891 08/02/02 408 1020 594891 08/02/02 408 1020 594891 08/02/02 408 TOTAL CHECK 1020 594892 08/02/02 M2003 1020 594893 08/02/02 2356 ISSUE DT .............. VENDOR ............. FUND/DEPT 08/02/02 2027 MARSHA HOVEY 1104400 HUKKO0, PRITI 580 ICMA RETIREMENT TRUST-45 110 INTERSTATE TRAFFIC CONTR 2708404 INTERSTATE TRAFFIC CONTR 2708404 IWASA, MARIKO 580 J CRAWFORD & ASSOCIATES 1104400 J QUALITY INTERNATIONAL 1101500 JENAB, KALIL 110 SAICHI KAWAHARA 1106248 KIM, EUNHEE 110 KIMLEY-HORN AND ASSOCIAT 4209534 LEE, JEFF 580 LESLIE'S POOL SUPPLIES I 1108321 LEXISNEXIS MATTHEW BENDE 1101500 LIN, CHIAO YUN 110 LIN, ELLEN 580 LIN, PENG-CHENG 110 LO, HENRY 110 LOCAL GOVERNMENT CO~4ISS 1101000 CHARLES LORETTA 5806249 LOS GATOS MEAT & SMOKEHO 5606620 LOS GATOS MEAT & SMOKEHO 5606620 LOS GATOS MEAT & SMOKEHO 5606620 LOWY, JANET 110 LYNX TECHNOLOGIES 6104800 PAGE 5 ..... DESCRIPTION ...... SALES TAX AMOUNT ANIMAL PREP BROCHURES 0.00 210.00 0.00 263.22 Refund: Check - Refund 0.00 55.00 *ICMA 0.00 6352.14 ADVANCED TECH WHITE 0.00 920.13 SUPPLIES 15117 0.00 459.52 0.00 1379.65 Refund: Check - SU~ER 0.00 340.00 SAMPLE VEST 0.00 20.11 POSTAL SCALE CHIP 0.00 13.66 REFD UAVJSED PLAN DPST 0.00 304.42 SERVICE AGREEMENT FOR 0.00 650.00 45% IMPROVE BOND 0.00 5175.00 PUBLIC WORKS CONTP~ACT 0.00 1218.15 Refund: Check - Rental 0.00 300.00 SUPPLIES 0.00 43.18 CA FORMS P&P 0.00 63.96 RFD UNUSED PLAN DEPOSI 0.00 122.06 Refund: Check - SU~ER 0.00 90.00 RFD ENCROACH PERMIT 0.00 500.00 RFD UNUSED PLAN DEPOSI 0.00 127.49 LGC CON S.JAMES 0.00 525.00 SERVICE AGREEMENT FOR 0.00 495.00 FY 2002-2003 OPEN PURC 0.00 4086.27 FY 2002-2003 OPEN PURC 0.00 189.62 FY 2002-2003 OPEN PURC 0.00 1134.66 0.00 5410.55 RFDUNUSED PLAN DEPOSI 0.00 110.30 FINAL PYMT LANDBASE GI 0.00 5975.00 RUN DATE 08/01/02 TIME 15:58:23 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELEC'fION C~ITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENER3tL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594894 1020 594895 1020 594896 1020 594897 1020 594898 1020 594898 1020 594898 TOTAL CHECK 1020 594899 1020 594900 1020 594900 TOTAL C~ECK 1020 594901 1020 594902 1020 594903 1020 594904 1020 594905 1020 594906 1020 594906 1020 594906 TOTAL CHECK 08/02/02 M 08/02/02 1599 08/02/02 ME2003 08/02/02 M 08/02/02 2431 08/02/02 2431 08/02/02 2431 08/02/02 1868 08/02/02 444 08/02/02 444 Liu, Wen Ching 550 MANAGED HEALTH NETWORK I 1104510 MANNING, COLLEEN 5806349 MATSUZUKA, SHINOBU 580 MAYBERRY SALES AND SERVI 1108505 MAYBERRY SALES AND SERVI 5708510 MAYBERRY SALES AND SERVI 1108504 METRO MOBILE CO~4UNICATI 1108501 MINTON'S LUMBER 1108505 MINTON'S LUMBER 5806349 08/02/02 2567 MISDU 110 08/02/02 447 MISSION UNIFORM SERVICE 1108201 08/02/02 455 HEATHER MOLL 5806249 08/02/02 1123 MORRISON SCHOOL SUPPLIES 5806349 08/02/02 465 MOUNTAIN VIEW GARDEN CEN 1108303 08/02/02 466 MPA DESIGN 2709447 08/02/02 466 MPA DESIGN 4209119 08/02/02 466 MPA DESIGN 4209119 1020 594907 08/02/02 302 1020 594908 08/02/02 2132 1020 594909 08/02/02 2759 1020 594910 08/02/02 496 1020 594911 08/02/02 M 1020 594912 08/02/02 493 1020 594912 08/02/02 493 1020 594912 08/02/02 493 1020 594912 08/02/02 493 1020 594912 08/02/02 493 1020 594912 08/02/02 493 NATIONAL DEFERRED COMPEN 110 ..... DESCRIPTION ...... Refund: Check - cancel AUG 2002 REIMB Refund: Check - SUMMER HONDA GENERATOR MODE E HONDA GENERATOR MODE E HONDA GENERATOR MODE E SUPPLIES SUPPLIES 26731 SUPPLIES 25359 J TRYBUS 385960533 SRVS SERVICE AGREEMENT FOR SUPPLIES 25366 SUPPLIES SERVICE AGREEMENT FOR SERV 6/01-6/30/02 SERV 6/01-6/30/02 *NAT'L DEF NCTLC 1108201 TRAINING NEW YORKER FILMS 1101201 O'GRADY PAVING INC 2709435 O ' LEARYj CYNTHIA 580 1108101 1108101 1104000 5208003 6104800 1108101 OFFICE DEPOT OFFICE DEPOT OFFICE DEPOT OFFICE DEPOT OFFICE DEPOT OFFICE DEPOT LICENSE FILM #806 PROVIDE MATERIALS SIGN Refund: Check - SUW~4ER OFFICE SUPPLIES OFFICE SUPPLIES OFFICE SUPPLIES SUPPLIES OFFICE SUPPLIES SUPPLIES SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 6 AMOUNT 300.00 897.00 103.98 58.00 879.67 879.67 879.66 2639.00 132.07 10.24 35.71 45.95 223.00 98.84 684.00 42.60 61.63 1182.17 232.76 262.75 1677.68 21910.88 975.00 400.00 5328.00 58.00 162.23 37.31 88.18 15.12 12.96 8.00 RUN DATE 08/01/02 TIME 15:58:24 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO PAGE 7 ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT C~ECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594912 08/02/02 493 OFFICE DEPOT 5806249 1020 594912 08/02/02 493 OFFICE DEPOT 5806249 1020 594912 08/02/02 493 OFFICE DEPOT 1108101 1020 594912 08/02/02 493 OFFICE DEPOT 1101201 TOTAL CHECK 1020 594913 08/02/02 2241 ONE WORKPLACE 1108501 1020 594914 08/02/02 501 OPERATING ENGINEERS #3 110 1020 594915 08/02/02 833 P E R S 110 1020 594915 08/02/02 833 P E R S 110 1020 594915 08/02/02 833 P E R S 110 1020 594915 08/02/02 833 P E R S 110 1020 594915 08/02/02 833 P E R S 110 1020 594915 08/02/02 833 P E R S 110 1020 594915 08/02/02 833 P E R S 110 1020 594915 08/02/02 833 P E R S 110 TOTAL CHECK 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02.511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 1020 594918 08/02/02 511 PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM PACIFIC BELL/WORLDCOM 1101000 1102100 1101500 1104300 1103300 1103500 1104000 1104100 1104200 1104510 1107502 1106647 1108407 1104530 1104400 1106100 1106265 1106529 1106500 1107200 1107301 1107302 1107501 1108504 1107503 1108001 1108101 1108102 1106265 1108501 1108503 ..... DESCRIPTION ...... OFFICE SUPPLIES OFFICE SUPPLIES OFFICE SUPPLIES SUPPLIES PURCHSE AND INSTALLATI UNION DUES PERS EMPLY *PERS BYBK PERS EMPLY PERS BUYBK PERS SPEC PERS 1959 7/2002-4 *PERS BYBK TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JTJNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERVJUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 6.16 352.16 27.56 56.27 765.95 194.85 601.02 25797.59 180.14 216.60 37.52 140.61 119.97 144.26 327.28 26963.97 180.77 150.64 331.40 267.96 60.26 90.38 90.38 180.77 90.38 180.77 30.13 30.13 13.75 210.89 90.38 90.38 482.04 30.13 361.53 90.38 271.15 60.26 391.66 29.26 120.51 150.64 284.62 30.13 90.75 674.07 809.55 RUN DATE 08/01/02 TIME 15:58:25 FINANCIAL AC_COUNTING -x/7 08/01/02 CITY OF CUPERTINO PAGE 8 ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL 1020 594918 08/02/02 511 PACIFIC BELL TOTAL CHECK tWORLDCOM 1108507 ~WORLDCOM 5606620 IWORLDCOM 5706450 ~WORLDCOM 1108601 ~WORLDCOM 5208003 ~WORLDCOM 2308004 ~WORLDCOM 1106265 ~WORLDCOM 1108201 ~WORLDCOM 6104800 ~WORLDCOM 5606620 ~WORLDCOM 5606640 IWORLDCOM 5708510 ;WORLDCOM 1106265 IWORLDCOM 1107301 ~WORLDCOM 1108504 ~WORLDCOM 1108511 /WORL~COM 1106647 ~WORLDCOM 1108602 /WORLDCOM 1101200 1020 594919 08/02/02 2444 PACIFIC GAS & ELECTRIC 1108830 1020 594920 08/02/02 M PATIL, SHEELA 580 1020 594921 08/02/02 533 PERS LONG TERM CARE PROG 110 1020 594922 08/02/02 1748 STE%rE PIASECKI 1107200 1020 594923 08/02/02 1456 PITNEY BOWES INC 1104310 1020 594924 08/02/02 ME2003 POLITO, RUSSELL 1108201 1020 594925 08/02/02 M2003 QUALITY BUSINESS MACHINE 1104300 1020 594926 08/02/02 1071 1020 594926 08/02/02 1071 TOTAL CHECK REPUBLIC ELECTRIC 1108602 REPUBLIC ELECTRIC 1108602 1020 594927 08/02/02 2482 R/qI CONSULTING 6104800 1020 594928 08/02/02 M2003 P~qODY CO PRODUCTIONS 1108601 1020 594929 08/02/02 600 ROTO-ROOTER SEWER SERVIC 5708510 1020 594930 08/02/02 M2003 RWC, LLC 110 1020 594931 08/02/02 M2003 SAN FRANCISCO ITALIAN 560 1020 594932 08/02/02 626 SANTA CLARA CO DEFT OF R 1102100 ..... DESCRIPTION ...... TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUITE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JLTNE200 TELEPHO~TE SERV JUNE200 TELEPHONE SERV JTJNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JLTNE200 TELEPHONE SERV JUNE200 TELEPHONE SERV JUNE200 SERVICE 59 7/31/02 Refund: Check - SUeR PERS LTC/#2405 TRVL EXPNS FY 2002-2003 OPEN PURC PAPA DUES SUPPLIES MARY AND SCB TRAFFIC S VARIOUS LOCATIONS PER J.SEVEP, ANCE W/E 7/19 OVER-PAY SHERIFF #J2-1 SRVS RFDUNUSED PLAN DPST PICNIC DPST ~ BBF CITATIONS JUNE2002 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 60.26 301.28 361.53 90.38 30.13 30.13 90.38 207.99 572.43 150.64 30.13 241.02 210.89 60.26 120.51 60.26 271.15 120.51 90.38 9066.31 21625.56 29.09 159.24 584.00 240.80 30.00 168.50 2920.00 10756.00 13676.00 1008.00 475.58 107.00 245.89 600.00 1980.00 RUN DATE 08/01/02 TIME 15:58:26 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO PAGE 9 ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION C~ITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO 1020 594933 1020 594934 1020 594935 1020 594935 TOTAL CHECK 1020 594936 1020 594936 1020 594936 1020 594936 1020 594936 1020 594936 TOTAL CHECK 1020 594937 1020 594938 1020 594939 1020 594940 1020 594941 1020 594941 TOTAL CHECK 1020 594942 1020 594943 1020 594943 TOTAL CHECK 1020 594944 1020 594944 TOTAL CHECK 1020 594945 1020 594946 1020 594947 1020 594948 1020 594949 1020 594950 1020 594950 TOTAL CHECK ISSUE DT .............. VENDOR ............. FUND/DEPT 08/02/02 2289 08/02/02 258 08/02/02 633 08/02/02 633 SANTA CLARA COUNTY 1104530 SANTA CLARA COUNTY 110 SANTA CLARA COUNTY SHERI 5806349 SANTA CLARA COUNTY SHERI 1106248 08/02/02 639 08/02/02 639 08/02/02 639 08/02/02 639 08/02/02 639 08/02/02 639 SAVIN CORPORATION (COPIE 5706450 SAVIN CORPORATION (COPIE 5806249 SAVIN CORPORATION (COPIE 1104310 SAVIN CORPORATION (COPIE 5806349 SAVIN CORPORATION (COPIE 5506549 SAVIN CORPORATION (COPIE 5806449 08/02/02 2397 08/02/02 M 08/02/02 M 08/02/02 M2003 08/02/02 652 08/02/02 652 SAVIN CREDIT CORPORATION 1104310 SCHNECKLOTH, SHIRLEY 580 SETH, RITU 580 SHELDON OF LOS ALTOS 1103300 SIERRA SPRINGS WATER CO. 1106265 SIERRA SPRINGS WATER CO. 5806449 08/02/02 659 08/02/02 662 08/02/02 662 SKYHAWKS SPORTS ACADE~Ff 5806449 SNADER AND ASSOCIATES IN 1103500 SNADER AND ASSOCIATES IN 1103500 08/02/02 1116 08/02/02 1116 SONY ELECTRONICS INC 1103500 SONY ELECTRONICS INC 1103500 08/02/02 2661 08/02/02 677 08/02/02 2513 08/02/02 1661 08/02/02 529 08/02/02 2045 08/02/02 2045 SPOT WATER MANAGEMENT 5606640 STATE STREET BANK & TRUS 110 MARTHA MARIA STEINER 5506549 STRASSER, JOE 1107501 SUNGARD PENTAMATION, INC 6104800 SVCN 1104300 SVCN 1104300 ..... DESCRIPTION ...... SALES TAX PORTABLE RADIO/OSCAR'S V ORTEGA 563312780 TEEN DANCE ART & WINE FESTIVAL #1-5060106 5/8-8/8/02 #1-5060106 5/8-8/8/02 #1-5060106 5/8-8/8/02 #1-5060106 5/8-8/8/02 #1-5060106 5/8-8/8/02 #1-5060106 5/8-8/8/02 AUG 2002 Refund: Check - SDq~qER Refund: Check - SUMMER C.COUNCIL PORTRAIT 9/3 JUNE WATER SERVICE JUNE WATER SERVICE SERVICE AGREEMENT FOR PDV FUJI VHS AND DVD-R PDV FUJI VHS AND DVD-R SUPPLIES/PO 16450 PARTS/SUPPLIES 16449 MONTHLY MAINT JULY2002 *PERS DEF SERVICE AGREEMENT FOR REIMB MAINTENANCE/REVENUE FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 64.80 352.62 507.34 2029.36 2536.70 262.57 1428.99 2344.35 366.57 1314.54 378.29 6095.31 137.83 90.00 29.00 500.00 108.35 184.00 292.35 4488.00 171.31 2088.58 2259.89 391.67 307.10 698.77 14583.33 3118.97 240.00 121.72 194.85 47.50 202.50 250.00 RUN DATE 08/01/02 TIME 15:58:26 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION C~ITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 594951 08/02/02 2760 1020 594952 08/02/02 695 1020 594952 08/02/02 695 1020 594952 08/02/02 695 1020 594952 08/02/02 695 1020 594952 08/02/02 695 TOTkL CHECK 1020 594953 08/02/02 1065 1020 594954 08/02/02 M2003 1020 594955 08/02/02 698 1020 594956 08/02/02 701 1020 594956 08/02/02 701 1020 594956 08/02/02 701 1020 594956 08/02/02 701 1020 594956 08/02/02 701 1020 594956 08/02/02 701 1020 594956 08/02/02 701 1020 594956 08/02/02 701 1020 594956 08/02/02 701 1020 594956 08/02/02 701 TOTAL CHECK 1020 594957 08/02/02 M2003 1020 594958 08/02/02 M2003 1020 594959 08/02/02 1993 1020 594960 08/02/02 1483 1020 594961 08/02/02 1154 1020 594962 08/02/02 2584 1020 594963 08/02/02 M 1020 594964 08/02/02 310 1020 594965 08/02/02 310 1020 594966 08/02/02 746 1020 594967 08/02/02 750 1020 594968 08/02/02 745 SWANK MOTION PICTURES, I 1101201 SYSCO FOOD SERVICES OF S 5506549 SYSCO FOOD SERVICES OF S 5506549 SYSCO FOOD SERVICES OF S 5506549 SYSCO FOOD SERVICES OF S 5506549 SYSCO FOOD SERVICES OF S 5506549 T AND D CO~4UNICATIONS I 6104800 TAIYO DESIGN & CONSTR. 110 TALLY'S ENTERPRISES 2708403 TARGET STORES 5806349 TARGET STORES 1106342 TARGET STORES 1106248 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 5606620 THE KIPLINGER CALIFORNIA 1101200 THE KIPLINGER TAX LETTER 1101200 TREASURER OF AZ~DA COU 110 UNDERGROUND SERVICE ALER 1108201 UNITED WAY OF SANTA CLAR 110 UNIVERSAL DIALOG, INC. 1103300 VARADARAJAN, PRATHIBHA 580 VERIZON WIRELESS 1108501 VERIZON WIRELESS 1102403 VIKING OFFICE PRODUCTS 5506549 VISION SERVICE PLA/q (CA) 110 VMI INC 1103500 ..... DESCRIPTION ...... LICENSE 16576,17667,17 COFFEE BINGO SUPPLIES COFFEE SENIOR SOCIALS LABOR & MATERIALS RFD ENCROACH BOND FINAL RETENTION #52165 SUPPLIES 17546 SUPPLIES 17047 SUPPLIES 25355 SUPPLIES 23393 SUPPLIES 23225 RETURN P.O. 17546 SUPPLIES 25358 SUPPLIES 25323 SUPPLIES 17047 SUPPLIES 15784 RENEWAL RENEWAL A LOPEZ JR 566398126 CITY OF CUPERTINO DUES UNITED WAY TRANSLATION SERVICE LOST RFD 156100 309369653 JULY 2002 608881609 JULY 2002 OFFICE SUPPLIES 16046 AUG 2002 SONY UVW BETACAM SP RE SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 10 AMOUNT 810.75 170.35 258.00 116.15 53.45 90.29 688.24 765.00 500.00 63159.60 167.38 21.65 23.08 10.77 37.54 -37.89 32.16 9.75 28.16 86.43 379.03 73.00 59.00 161.54 660.24 108.00 755.40 90.00 80.17 73.12 390.94 2134.40 8050.94 RUN DATE 08/01/02 TIME 15:58:27 - FINANCIAL ACCOUNTING 08/01/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "07/29/2002" and "08/02/2002" FUND - 110 - GENER~ FUND CASH ACCT CHECK NO 1020 594968 TOTAL CHECK 1020 594969 1020 594970 1020 594971 TOTAL CASH ACCOUNT TOTAL FUND TOTAL REPORT ISSUE DT .............. VENDOR ............. FUND/DEPT 08/02/02 745 VMI INC 1103500 08/02/02 1508 08/02/02 1986 08/02/02 799 JOSEPH H WALTON 1108603 WESTERN WINDOW TINTING C 1108511 ZANKER ROAD LANDFILL 5208003 PAGE 11 ..... DESCRIPTION ...... SALES TAX AMOUNT SONY UVW BETACAM SP RE 0.00 193.10 0.00 8244.04 BIKE TO WORK WEEK 0.00 258.55 REMOVE AND INSTALL FIL 0.00 1100.00 YARDWASTE JUNE2002 0.00 12767.77 0.00 531873.98 0.00 531873.98 0.00 531873.98 RUN DATE 08/01/02 TIME 15:58:27 - FINANCIAL ACCOUNTING .51 DRAFT RESOLUTION NO. 02-143 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ALLOWING CERTAIN CLAIMS AND DEMANDS PAYABLE IN THE AMOUNTS AND FROM THE FUNDS AS HEREINAFTER DESCRIBED FOR GENERAL AND MISCELLANEOUS EXPENDITURES FOR THE PERIOD ENDING AUGUST 09, 2002 WHEREAS, the Director of Administrative Services or her designated representative has certified to accuracy of the following claims and demands and to the availability of funds for payment hereof; and WHEREAS, the said claims and demands have been audited as required by law. NOW, THEREFORE, BE IT RESOLVED, that the City Council hereby allows the following claims and demands in the amounts and fi:om the funds as hereinafter set forth in Exhibit "A". CERTIFIED: Director ~f Ad~ninistrative Services PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August ,2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino 08/08/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 C~ECK REGISTER - DISBURSEMENT PUND SELECTION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 593678 V 06/14/02 M2002 INCE CONSTRUCTION 110 1020 594746 V 07/26/02 M RASHKOVSKY, RIb~4A 580 1020 594819 V 08/02/02 M BECK, LINDA 580 1020 594972 08/09/02 M2003 3 CMA 1101201 1020 594973 08/09/02 13 ACME & SONS SANITATION C 1108321 1020 594974 08/09/02 1680 ADVANTAGE GRAFIX 2204010 1020 594975 08/09/02 M ALBAKIAN, GLADYS 580 1020 594976 08/09/02 2763 ALPHA LOCK 5606620 1020 594977 08/09/02 44 AMERICAN RED CROSS 1104400 1020 594978 08/09/02 1997 ARBOR CARE 5606620 1020 594979 08/09/02 2298 ARCH WIRELESS 6104800 1020 594979 08/09/02 2298 ARCR WIRELESS 1108501 1020 594979 08/09/02 2298 ARCH WIRELESS 1104400 1020 594979 08/09/02 2298 ARCR WIRELESS 1106400 1020 594979 08/09/02 2298 ARCH WIRELESS 1107501 1020 594979 08/09/02 2298 ARCH WIRELESS 1106265 TOTAL CHECK 1020 594980 08/09/02 96 ARROWI~EAD MTN SPRING WAT 5606620 1020 594981 08/09/02 61 ARTISTIC PLANT CREATIONS 1108501 1020 594981 08/09/02 61 ARTISTIC PLANT CREATIONS 1108501 TOTltL CHECK 1020 594982 08/09/02 2429 AZCO 1108530 1020 594983 08/09/02 2036 BAY AREA AIR QUALITY MGM 1108005 1020 594984 08/09/02 1807 NANCY BENNETT 1106248 1020 594985 08/09/02 100 BMI IMAGING SYSTEMS 1104300 1020 594986 08/09/02 M BUCKINGHAM, KATHY 580 1020 594987 08/09/02 M Bean, Marylu 550 1020 594988 08/09/02 2764 C A C E 1104530 1020 594989 08/09/02 132 CALIFORNIA WATER SERVICE 1108314 1020 594989 08/09/02 132 CALIFORNIA WATER SERVICE 1108314 1020 594989 08/09/02 132 CALIFORNIA WATER SERVICE 1108407 ..... DESCRIPTION ...... REFUND ENC BOND REFUNDS 160318 & 16031 Refund: Check - Rental CONF REG L.LEE 9/4-7 SRVS BROC"AIIRES LEADERSHIP Refund: Check - Rental SERVICE CERT FEES/F AIDE VIDEO TREE REMOVAL/PRUNING JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE DRINKING WATER SERVICE SERVICE SUPPLIES PERMIT FEE/2002-2003 CANDY FOR STAFF EVENT FY 2002-2003 OPEN PURC Refund: Check - SUlkiER Refund: Check - Beach CONF FEES JUNE2002 SERVICE JUNE2002 SERVICE JUNE2002 SERVICE SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 1 AMOUNT -500.00 -225.00 -500.00 665.00 154.13 254.39 500.00 110.00 315.00 1320.00 13.59 88.55 19.09 13.18 7.59 11.59 153.59 502.67 130.00 460.00 590.00 243.67 71.00 61.63 652.69 54.00 83.00 825.00 28.66 921.02 230.25 RUN DATE 08/08/02 TIME 10:11:22 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION C~ITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENER/tL FUND CASH ACCT CHECK NO 1020 594989 1020 594989 TOTAL CHECK 1020 594990 1020 594991 1020 594992 1020 594992 1020 594992 1020 594992 TOTAL CHECK 1020 594993 1020 594993 1020 594993 1020 594993 TOTAL CHECK 1020 594994 1020 594994 1020 594994 1020 594994 1020 594994 TOTAL CHECK 1020 594995 1020 594996 1020 594997 1020 594998 1020 594999 1020 595000 1020 595001 1020 595002 1020 595003 1020 595004 1020 595004 TOTAL CHECK 1020 595005 ISSUE DT .............. VENDOR ............. FUND/DEPT 08/09/02 132 CALIFORNIA WATER SERVICE 1108508 08/09/02 132 CALIFORNIA WATER SERVICE 1108407 08/09/02 2717 CAMPBELL OVERHEAD DOOR, 1108303 08/09/02 1476 CANNON DESIGN GROUP 110 08/09/02 146 CASH 1106400 08/09/02 146 CASH 5806349 08/09/02 146 CASH 5806449 08/09/02 146 CASH 5806349 08/09/02 146 CASH 5806249 08/09/02 146 CASH 5806349 08/09/02 146 CASH 5806449 08/09/02 146 CASH 5806349 08/09/02 149 CASH 1100000 08/09/02 149 CASH 1107200 08/09/02 149 CASH 6104800 08/09/02 149 C3%SH 1104400 08/09/02 149 CASH 1104310 08/09/02 2658 CENTR/%L PRECAST CONCRETE 1108314 08/09/02 M CHANG, JAN 580 08/09/02 M CHAPMAN, CHERI 580 08/09/02 M CHAWLA, MEEP~A 580 08/09/02 M CHEUNG, MEEKIE 580 08/09/02 M CHEW, KAREN 580 08/09/02 1453 CHRISTOPHERS CARPET SERV 1108501 08/09/02 M CHUAIqG, CONNIE 580 08/09/02 M CHUI, MARGARET 580 08/09/02 192 CMC OCCUPATIONAL HEALTH 5806449 08/09/02 192 CMC OCCUPATIONAL HEALTH 5806449 08/09/02 173 COCA-COLA BOTTLING OF CA 5606620 ..... DESCRIPTION ...... SALES TAX PAGE 2 AMOUNT JUNE2002 SERVICE 0.00 7.17 JTJNE2002 SERVICE 0.00 6077.74 0.00 7264.84 SERVICE 0.00 600.00 ARCHITECT RVW 17729/19 0.00 550.00 PETTY CASH 0.00 10.27 PETTY CASH 0.00 121.32 PET/~Z CASH 0.00 56.98 PETTY CASH 0.00 14.00 0.00 202.57 PET~ CASH 8/2-8/6 0.00 57.46 PETTY CASH 8/2-8/6 0.00 80.79 PETTY CASH 8/2-8/6 0.00 32.22 PETTY CASH 8/2-8/6 0.00 7.00 0.00 177.47 CASH OVER 0.00 -0.10 PETTY CASH 7/31-8/06 0.00 5.50 PETTY CASH 7/31-8/06 0.0b 34.60 PETTY CASH 7/31-8/06 0.00 81.87 PET/~Z CASH 7/31-8/06 0.00 6.80 0.00 128.67 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 SUPPLIES 8304 Refund: Check - Refund Refund: Check - Rental Refund: Check - SUMMER Refund: Check - Rental Refund: Check - SUMMER REPAIRS/CITY HALL Refund: Check - SU~94ER Refund: Check - Rental TUBERCULOSIS INTRADERM TUBERCULOSIS INTRADERM FY 2002-2003 OPEN PURC 0.00 500.67 55.00 100.00 750.00 100.00 29.00 150.00 120.00 300.00 30.00 15.00 45.00 1055.10 RUN DATE 08/08/02 TIME 10:11:23 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO PAGE 3 ACCOUNTING PERIOD: 2/03 C74ECK REGISTER - DISBURSEMENT FUND SELECTION CTRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENEPJtL FUND CASH ACCT CHECK NO 1020 595006 08/09/02 1293 1020 595007 08/09/02 183 1020 595008 08/09/02 M2003 1020 595009 08/09/02 194 1020 595009 08/09/02 194 TOTAL CHECK 1020 595010 08/09/02 198 1020 595011 08/09/02 M 1020 595012 08/09/02 209 1020 595013 08/09/02 210 1020 595014 08/09/02 211 1020 595015 08/09/02 1242 1020 595016 08/09/02 223 1020 595017 08/09/02 2040 1020 595018 08/09/02 240 1020 595019 08/09/02 249 1020 595019 08/09/02 249 1020 595019 08/09/02 249 1020 595019 08/09/02 249 TOTAL CHECK 1020 595020 08/09/02 253 1020 595020 08/09/02 253 1020 595020 08/09/02 253 TOTAL CHECK 1020 595021 08/09/02 260 1020 595021 08/09/02 260 TOTAL CHECK 1020 595022 08/09/02 261 1020 595023 08/09/02 268 1020 595024 08/09/02 M 1020 595025 08/09/02 274 1020 595025 08/09/02 274 ISSUE DT .............. VENDOR ............. FUND/DEPT COSMO JUMP 5606620 COTTON SHIRES & ASSO INC 110 CSMFO 1104000 CUPERTINO SUPPLY INC 5606620 CUPERTINO SUPPLY INC 1108501 CL~PERTINO UNION SC"AL DIS 2308004 Cavers, Barbara 550 DE ANZA SERVICES INC 1108504 DEEP CLIFF ASSOCIATES L 5806449 DELTA DENTAL PLAN OF CA 110 DIGITAL PRINT IMPRESSION 1104310 DON & MIKE'S SWEEPING IN 2308004 EASY READING VOTER GUIDE 1104330 ELIZABETHANN ELLIS 1101070 ESBRO CHEMICAL 5606620 ESBRO CHEMICAL 5606620 ESBRO CHEMICAL 5606620 ESBRO CHEMICAL 5606620 EXCHANGE LINEN SERVICE EXCHANGE LINEN SERVICE EXCHANGE LINEN SERVICE 5606620 5606620 5606620 FEDERAL EXPRESS CORP FEDERAL EXPRESS CORP 1106100 1104300 FEHR & PEERS ASSOC INC 1108101 FOSTER BROS SECURITY SYS 1108504 FRANCHINI, ANNA 580 FRY'S ELECTRONICS 1108315 FRY'S ELECTRONICS 6104800 ..... DESCRIPTION ...... SALES TAX AMOUNT SERVICE 0.00 150.00 GEOLOGIC RVW R#17522 0.00 300.00 02/03 BUDGET AWARD 0.00 25.00 FY 2002-2003 OPEN PURC 0.00 219.30 FY 2002-2003 OPEN PURC 0.00 409.64 0.00 628.94 TRIPS 0.00 769.45 Refund: Check - Fall F 0.00 225.00 SERVICE 0.00 370.00 SERVICE AGREEMENT FOR 0.00 8324.00 AUGUST 2002 0.00 14164.86 LETTERREAD ENVELOPES 0.00 3328.14 FY 2002-2003 OPEN PURC 0.00 12037.81 11/5 GEN ELEC GUIDES 0.00 100.00 PLAN CO~4 MTG 7/8 0.00 425.00 FY 2002-2003 OPEN PURC 0.00 485.21 FY 2002-2003 OPEN PURC 0.00 421.84 FY 2002-2003 OPEN PURC 0.00 233.39 FY 2002-2003 OPEN PURC 0.00 374.33 0.00 1514.77 \ FY 2002-2003 OPEN PURC 0.00 331.56 FY 2002-2003 OPEN PURC 0.00 498.26 FY 2002-2003 OPEN PURC 0.00 7.50 0.00 837.32 SHIPPING 0.00 10.37 SHIPPING 0.00 12.08 0.00 22.45 SERVICE AGREEMENT FOR 0.00 2399.33 SUPPLIES 0.00 34.16 Refund: Check - SUMMER 0.00 75.00 SUPPLIES 8699 0.00 530.43 RETURN #7029162 0.00 -30.27 RUN DATE 08/08/02 TIME 10:11:23 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO PAGE 4 ACCOUNTING PERIOD: 2/03 C74ECK REGISTER - DISBURSEMENT FUND SELEC~fION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 595025 08/09/02 274 FRY'S ELECTRONICS 6104800 TOTAL CHECK 1020 595026 08/09/02 282 GARROD FARMS/STABLES 5806449 1020 595027 08/09/02 1827 GEORGE'S RADIATOR & SERV 6308840 1020 595028 08/09/02 M GOLDMAN, RICHARD 580 1020 595029 08/09/02 292 GOLFLAND ENTERTAINMENT C 5806349 1020 595030 08/09/02 292 GOLFLAND ENTERTAINMENT C 5806349 1020 595031 08/09/02 298 GRAINGER INC 1108501 1020 595031 08/09/02 298 GRAINGER INC 1108315 1020 595031 08/09/02 298 GRAINGER INC 1108505 1020 595031 08/09/02 298 GRAINGER INC 6308840 1020 595031 08/09/02 298 GRAINGER INC 5708510 1020 595031 08/09/02 298 GRAINGER INC 5708510 1020 595031 08/09/02 298 GP~AINGER INC 1108501 1020 595031 08/09/02 298 GRAINGER INC 1108506 1020 595031 08/09/02 298 GRAINGER INC 1108503 TOTAL CHECK 1020 595032 08/09/02 M GRANT, CHAR34AINE 580 1020 595033 08/09/02 M2003 HANSON, LYNNE 1106448 1020 595034 08/09/02 M2003 I4DL COREN & CONE 1104100 1020 595035 08/09/02 1614 HEIDE'S HAY SALES 1106248 1020 595036 08/09/02 327 HELLO DIRECT INC 1108501 1020 595037 08/09/02 M HENRY, SABIENNE 580 1020 595038 08/09/02 1410 HILLYARD 5606620 1020 595039 08/09/02 M2003 HISERT, CANDY 5506549 1020 595040 08/09/02 2064 HOWARD G HOFF JR. 1104400 1020 595041 08/09/02 1951 HOMESTEAD F.F.C. INC 5806449 1020 595042 08/09/02 2185 INFRASOFT 6104800 1020 595043 08/09/02 M JALONE, STACY 580 1020 595044 08/09/02 1402 JOINT VEN773RE SILICON VA 1101000 1020 595045 08/09/02 1437 THE JUNGLE 5806349 ..... DESCRIPTION ...... SUPPLIES/PO 16593 SERVICE AGREEMENT FOR HEATER CORE #8696 REFIINDS 162371 & 16237 7/31/02 #17565 GOLF 8/6 #17512 FY 2002-2003 OPEN PURC SUPPLIES/PO 15125 FY 2002-2003 OPEN PURC SUPPLIES FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC Refund: Check - SU~94ER SUPPLIES STATISICkL PKG FY00/02 STRAW RENTAL C.FAIR SUPPLIES DEPOSIT ON RM 7/6 SUPPLIES TRANS PORTAT I ON CERT DRILL 8/3/02 SERVICE AGREEMENT FOR Refund: Check - S~R PLEDGE 7/1/02-6/30/03 DaY CAMP/PO 17555 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 34.60 534.76 2080.00 332.09 99.00 201.25 218.50 50.83 240.46 58.08 -158.18 61.13 61.13 132.82 16.96 50.37 513.60 70.00 58.39 250.00 151.53 210.82 500.00 756.40 32.50 83.21 800.00 1950.00 36.00 8000.00 300.98 RUN DATE 08/08/02 TIME 10:11:24 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENEP, AL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 595046 08/09/02 M Johnson, Georgeanna 550 1020 595047 08/09/02 1630 KIDZ LOVE SOCCER INC 5806449 1020 595048 08/09/02 372 KINKO'S INC 5806349 1020 595049 08/09/02 376 KNORR SYSTEMS INC 5606620 1020 595050 08/09/02 M KOBAYASHI, EMI 580 1020 595051 08/09/02 1927 GARY KORNAHRENS 1104530 1020 595052 08/09/02 M Kakaio, Violet 550 1020 595053 08/09/02 M King, Yennan 550 1020 595054 08/09/02 385 LAB SAFETY SUPPLY 1108503 1020 595055 08/09/02 M LEE, EUNMEE 580 1020 595056 08/09/02 393 JO~/q LEE 5806449 1020 595057 08/09/02 1393 THE LEONARD GROUP INC 5506549 1020 595058 08/09/02 ME2003 LEWIS, SUSAN 1106342 1020 595059 08/09/02 M LIANG, SHALENE 580 1020 595060 08/09/02 400 LIFETIME TENNIS INC 5706450 1020 595061 08/09/02 M2003 LORAN HOFFMAN-4-H SERIES 2308004 1020 595062 08/09/02 408 LOS GATOS MEAT & SMOKEHO 5606620 1020 595063 08/09/02 M MACKEY, KERI 580 1020 595064 08/09/02 2588 RICHAP~DA. MADDEN 1104400 1020 595064 08/09/02 2588 RICHARD A. MADDEN 1104400 1020 595064 08/09/02 2588 RICHARD A. MADDEN 1104400 TOTAL CHECK 1020 595065 08/09/02 1602 MBIA MUNISERVICES COMPAN 1100000 1020 595066 08/09/02 1868 METRO MOBILE CO~4UNICATI 1108501 1020 595066 08/09/02 1868 METRO MOBILE COF~g3NICATI 6308840 TOTAL CHECK 1020 595067 08/09/02 M MOYER, GAIL 580 1020 595068 08/09/02 1751 MUNIFINANCIAL 3655301 ..... DESCRIPTION ...... Refund: Check - Fall F SERVICE AGREEMENT FOR SUPPLIES/PO 25252 SERVICE Refund: Check - SU~O~ER REIMB/ANNUAL CONF Refund: Check - Deposi Refund: Check - Deposi SUPPLIES/PO 24055 Refund: Check - SUF~4ER SERVICE AGREEMENT FOR DEPOSIT PIZZA/JOLLYMAN PLAYGRD Refund: Check - SU~4ER SERVICE AGREEMENT FOR SUPPLIES FY 2002-2003 OPEN PLTRC Refund: Check ~ SU~4ER RRS 7/20-7/26 HRS 7/16-7/20 }{RS 7/26-8/02 1ST QTR 2002 SUPPLIES/PO 15104 KENWOOD TK 862 MOBILE Refund: Check - SUMMER REBATE SERV 7/2001-200 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 5 AMOUNT 225.00 1790.40 26.85 559.19 138.00 400.50 750.00 300.00 55.75 49.40 200.00 685.00 52.21 168.00 34479.44 350.00 2029.00 137.00 500.00 500.00 500.00 1500.00 1250.00 540.17 921.98 1462.15 55.00 1250.00 RUN DATE 08/08/02 TIME 10:11:25 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 C~CK REGISTER - DISBURSEMENT FUND SELEC~fION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUlqD - 110 - GENERAL FUND CASH ACCT C}{ECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT ..... DESCRIPTION ...... SALES TAX PAGE 6 AMOUNT 1020 595069 08/09/02 M MUSKIVITCH, JOHN 580 1020 595070 08/09/02 M MUTO, ANN 580 1020 595071 08/09/02 M Mann, Pat 550 1020 595072 08/09/02 M Meyer, Dale 550 1020 595073 08/09/02 M NADERI, FAE 580 1020 595074 08/09/02 473 NASER DISTRIBUTORS INC 5606620 1020 595075 08/09/02 475 NATIONAL CONSTRUCTION RE 1108312 1020 595076 08/09/02 479 NATURES WOOD 5606620 1020 595077 08/09/02 1550 ADONIS L NECESITO 1103500 1020 595078 08/09/02 M NEJAT, FARIBA 580 1020 595079 08/09/02 M NELSON, ANNETTE 580 1020 595080 08/09/02 493 OFFICE DEPOT 5208003 1020 595080 08/09/02 493 OFFICE DEPOT 1104300 1020 595080 08/09/02 493 OFFICE DEPOT 1106265 1020 595080 08/09/02 493 OFFICE DEPOT 1101201 1020 595080 08/09/02 493 OFFICE DEPOT 1108101 1020 595080 08/09/02 493 OFFICE DEPOT 5806249 TOTAL CHECK 1020 595081 08/09/02 1190 RONALD OLDS 1103500 1020 595082 08/09/02 503 ORCHARD SUPPLY 5606620 1020 595082 08/09/02 503 ORCHARD SUPPLY 5606620 1020 595082 08/09/02 503 ORCHARD SUPPLY 5606620 TOTAL CHECK 1020 595083 08/09/02 1220 ORCHARD SUPPLY HARDWARE 1108530 1020 595083 08/09/02 1220 ORCHARD SUPPLY HARDWARE 1108505 1020 595083 08/09/02 1220 ORC}A%RD SUPPLY HARDWARE 1108509 1020 595083 08/09/02 1220 ORCHARD SUPPLY HARDWARE 1108505 1020 595083 08/09/02 1220 ORCHARD SUPPLY HARDWARE 5708510 1020 595083 08/09/02 1220 ORCHARD SUPPLY HARDWARE 1108501 TOTAL CHECK 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 2708405 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108315 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108303 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108407 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108312 Refund: Check - Return Refund: Check - Refund Refund: Check - Beg PC Refund: Check - Beg PC Refund: Check - Rental FY 2002-2003 OPEN PURC SUPPLIES FY 2002-2003 OPEN PURC SERVICE Refund: Check - Rental Refund: Check - SUMMER SUPPLIES OFFICE SUPPLIES SUPPLIES/PO 6265 OFFICE SUPPLIES SUPPLIES SUPPLIES PROFESSIONAL SERV ON-TIME DISCOUNT 6/02 FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES SUPPLIES/PO 8685 SUPPLIES/PO 15083 SUPPLIES/PO 15082 SUPPLIES/PO 24517 SUPPLIES/PO 8687 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 285.00 55.00 65.00 65.00 100.00 783.62 41.65 386.45 682.50 300.00 27.50 42.95 30.27 1623.75 37.88 5.40 6.16 1746.41 200.00 -8.24 45.37 167.63 204.76 95.21 341.88 8.00 23.79 238.11 58.96 765.95 83.75 49.32 8.30 4.51 146.11 RUN DATE 08/08/02 TIME 10:11:25 - FINANCIAL ACCOUNTING o~/o~/o2 ACCOUNTING PERIOD: 2/03 CITY OF CUPERTINO C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 595084 08/09/02 981 ORCHARD SUPPLY ~L~RDWARE 1108303 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 2708403 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108321 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108321 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108407 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108315 1020 595084 08/09/02 981 ORC}~%RD SUPPLY HARDWARE 1108303 1020 595084 08/09/02 981 ORCH;~RD SUPPLY HARDW;tRE 1108315 1020 595084 08/09/02 981 ORCHARD SUPPLY HARDWARE 1108303 TOTAL CHECK 1020 595085 08/09/02 M Olson, Marilyn 550 1020 595086 08/09/02 2692 PACIFIC BELL 6104800 1020 595087 08/09/02 2692 PACIFIC BELL 1020 595087 08/09/02 2692 PACIFIC BELL 1020 595087 08/09/02 2692 PACIFIC BELL 1020 595087 08/09/02 2692 PACIFIC BELL 1020 595087 08/09/02 2692 PACIFIC BELL 1020 595087 08/09/02 2692 PACIFIC BELL 1020 595087 08/09/02 2692 PACIFIC BELL 1020 595087 08/09/02 2692 PACIFIC BELL TOTAL CHECK 5606640 1108201 5606620 1108501 1108509 1108503 1108507 1108508 1020 595088 08/09/02 513 1020 595088 08/09/02 513 TOTAL CHECK PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC 1108407 1108602 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 1020 595089 08/09/02 513 TOTAL CHECK PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC PACIFIC GAS & ELECTRIC 1108511 1108602 5606620 5708510 5606620 1108507 1108830 1108303 1108312 1108314 1108315 1108407 1108501 1108503 1108504 1108505 1108506 1020 595090 08/09/02 520 PAPERDIRECT INC 5806449 1020 595091 08/09/02 M PATTERSON, ANNE 58O ..... DESCRIPTION ...... SUPPLIES/PO 13054 SUPPLIES/PO 8681 SUPPLIES/PO 20564 SUPPLIES/PO 8670 SUPPLIES/PO 10400 SUPPLIES/PO 15085 SUPPLIES/PO 13055 SUPPLIES/PO 15084 SUPPLIES/PO 8684 Refund: Check - Beg PC 7/20-8/19 7128-8/27 7/28-8127 7/28-8/27 7/28-8/27 7/28-8/27 7/28-8/27 7/28-8/27 7/28-8/27 7/02-8/01 7/02-8/01 JI3LY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE JULY2002 SERVICE SUPPLIES/PO 17537 Refund: Check - SDq~ER SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 7 AMOUNT 53.01 228.72 53.38 343.39 38.95 42.17 45.27 49.16 206.79 1352.83 65.00 92.13 171.06 252.77 162.80 115.87 55.47 55.47 55.47 61.31 930.22 10.16 46.10 56.26 451.81 2464.67 3644.93 6721.53 2.71 1510.53 22.08 6602.97 1353.29 998.11 399.16 2371.13 7836.51 2105.57 9519.56 4671.75 265.87 50942.18 175.89 399.20 RUN DATE 08/08/02 TIME 10:11:26 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 CHECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 595092 08/09/02 526 PENINSULA DIGITAL IMAGIN 110 1020 595093 08/09/02 2247 PENINSULA OIL COMPANY 2708404 1020 595094 08/09/02 542 PINE CONE LUMBER 1108503 1020 595095 08/09/02 545 JEFF PISERCHIO 5606640 1020 595096 08/09/02 2315 PIVOT INTERIORS 1104530 1020 595097 08/09/02 M Paquette, Phillip 550 1020 595098 08/09/02 2400 R E M INC 1108005 1020 595099 08/09/02 M RAAB, ILAN 580 1020 595100 08/09/02 M RAMAMOORTHI, MEEN~dfSHI 580 1020 595101 08/09/02 M RASHKOVSk'Y, RI~A 580 1020 595102 08/09/02 577 REED EQUIPMENT CO 1108321 1020 595103 08/09/02 581 RELIABLE 1104300 1020 595104 08/09/02 601 ROYAL BR3%SS INC 6308840 1020 595104 08/09/02 601 ROYAL BRASS INC 6308840 TOTAL CHECK 1020 595105 08/09/02 2043 RUDE'S PEST MANAGEMENT 1108502 1020 595105 08/09/02 2043 RUDE'S PEST MANAGEMENT 1108321 1020 595105 08/09/02 2043 RUDE'S PEST MANAGEMENT 1108504 1020 595105 08/09/02 2043 RUDE'S PEST MANAGEMENT 1108505 1020 595105 08/09/02 2043 RUDE'S PEST MANAGEMENT 1108506 TOTAL CHECK 1020 595106 08/09/02 610 S & S WORLDWIDE 1101060 1020 595106 08/09/02 610 S & S WORLDWIDE 5806349 TOTAL CHECK 1020 595107 08/09/02 1861 Si~LVATION ARMY PREP 1104400 1020 595108 08/09/02 71 SAN JOSE DAIRY 5606620 1020 595108 08/09/02 71 SAN JOSE DAIRY 5606620 TOTAL CHECK 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108321 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108314 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108321 1020 595112 08/09/02 625 S~/g JOSE WATER COMPI~NY 1108315 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108315 ..... DESCRIPTION ...... IMPROVE PLANS R#19291 SUPPLIES/PO 15134 SUPPLIES/PO 24038 BBF GOLF CONCESSIONAIR SUPPLIES Refund: Check - cancel FY 2002-2003 OPEN PURC Refund: Check - SU~94ER Refund: Check - SU~4R. RPL LST CK#594746 LAND PRIDE OVERSEEDER SUPPLIES/PO 17109 PARTS 24471 PARTS 24467 SRV SRV SRV SRV SRV SUPPLIES 17510 SUPPLIES 17510 PREPGUIDE WITH LOGO CO FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC 6/27-7/30/02 6/27-7/30 6/27-7/30 6/27-7/30/02 6/27-7/30/02 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 8 AMOUNT 53.53 402.23 15.46 1899.00 613.13 750.00 493.28 54.83 54.00 225.00 8551.75 34.79 25.17 35.23 60.40 180.00 180.00 180.00 180.00 180.00 900.00 279.29 167.19 446.48 2788.57 418.65 109.50 528.15 36.50 1405.32 177.73 3002.55 115.60 RUN DATE 08/08/02 TIME 10:11:27 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO PAGE 9 ACCOUNTING PERIOD: 2/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENERAL FUND CASH ACCT C~ECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108314 1020 595112 08/0'9/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108321 1020 595112 08/09/02 625 SAN JOSE WATER COMPi~NY 1108315 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108315 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108315 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108506 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108504 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPiBANtY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 5606620 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108506 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 5606620 1020 595112 08/09/02 625 SAN JOSE WATER COMP~-lqY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 5708510 1020 595112 08/09/02 625 SAN JOSE WATER COMPAN%f 1108303 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108303 1020 595112 08/09/02 625 S~N JOSE WATER COMPANY 1108303 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108503 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 5606620 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108314 1020 595112 08/09/02 625 Si~N JOSE WATER COMPAI~Y 1108314 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108507 1020 595112 08/09/02 625 SAN JOSE WATER COMP~NY 1108314 1020 595112 08/09/02 625 S~N JOSE WATER COMPANY 1108314 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108302 1020 595112 08/09/02 625 S~N JOSE WATER COMPANY 1108314 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108314 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 5708510 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 5606620 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108314 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108312 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108312 1020 595112 08/09/02 625 SiB~N JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108505 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108505 1020 595112 08/09/02 625 SAN JOSE WATER COMPAN~ 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 Si~N JOSE WATER COMPANY 1108407 ..... DESCRIPTION ...... 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 2152.54 2279.79 1945.92 36.50 36.50 2822.84 71.09 37.00 38.64 46.43 10.51 9.00 291.80 23.25 15.00 116.89 39.80 37.87 175.48 15.00 51.38 170.50 287.32 37.00 336.96 211.19 1061.62 2788.95 279.04 59.00 171.51 197.96 221.12 80.50 1346.35 1417.51 658.00 2101.30 9.00 9.00 376.69 1046.73 1299.87 2379.13 68.90 9.00 303.85 101.51 104.82 36.49 34.83 RUN DATE 08/08/02 TIME 10:11:28 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO PAGE 10 ACCOUNTING PERIOD: 2/03 C~ECK REGISTER - DISBURSEMENT FUND SELEC'rION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108312 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 5708510 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108408 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108504 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108504 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108303 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108303 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108407 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 1108312 1020 595112 08/09/02 625 SAN JOSE WATER COMPANY 5606640 TOTAL CHECK 1020 595113 08/09/02 628 1020 595113 08/09/02 628 1020 595113 08/09/02 628 1020 595113 08/09/02 628 TOTAL CHECK SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA COUNTY SHERI 5606620 SANTA CLARA COUNTY SHERI 5606620 1020 595114 08/09/02 644 SCREEN DESIGNS 1104400 1020 595115 08/09/02 2439 SERVICE STATION SYSTEMS, 6308840 1020 595116 08/09/02 2189 SETNESS TOURS 5506549 1020 595117 08/09/02 1799 SHIELDS, HARPER & CO. 6308840 1020 595118 08/09/02 1910 SILICON SHORES INC 5806449 1020 595119 08/09/02 659 SKYHAWKS SPORTS ACADEMY 5806449 1020 595120 08/09/02 1010 SOCIAL ADVOCATES FOR YOU 1102402 1020 595121 08/09/02 665 SOUTH BAY METROPOLITAN 5806449 1020 595122 08/09/02 1954 SPHERION CORPORATION 1108201 1020 595123 08/09/02 891 JOAN SPITSEN 5506549 1020 595124 08/09/02 M SPRACKLEN, JACQUELINE 580 1020 595125 08/09/02 681 CONNIE BANDA STEVENS 5806449 1020 595126 08/09/02 M SUNDARRAJ, HEMA 580 ..... DESCRIPTION ...... 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 WATER SERVICE 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 6/27-7/30/02 WATER SRV 6/27-7/30/02 FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC SUPPLIES SYSTEM CERTIFICATION FINAL PYMT FALL FOLIAG TEST FUEL TANKS SERVICE AGREEMENT FOR SERVICE AGREEMENT FOR 7/1/01-6/30/02 COUNSEL SERVICE AGREEMENT FOR TEMP OFC ASST REIMBURSEMENTS 7/24,8/ Refund: Check - SUS~4ER SERVICE AGREEMENT FOR' Refund: Check - SU~4ER SALES TAX 0.00 0.00 0.0o 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AMOUNT 29.88 22.11 10.51 38.13 384.42 189.19 1725.28 103.98 474.27 22.99 25.00 83.80 83.80 88.76 2689.66 15.00 2914.06 4414.14 45511.56 745.14 665.87 792.71 792.71 2996.43 489.29 300.00 76008.00 364.56 2646.00 5368.00 7500.00 2019.60 840.00 117.00 75.00 720.00 80.00 RUN DATE 08/08/02 TIME 10:11:28 - FINANCIAL ACCOUNTING 08/08/02 CITY OF CUPERTINO ACCOUNTING PERIOD: 2/03 C~ECK REGISTER - DISBURSEMENT FUND SELECTION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO ISSUE DT .............. VENDOR ............. FUND/DEPT ..... DESCRIPTION ...... SALES TAX PAGE 11 AMOUNT 1020 595127 08/09/02 529 1020 595128 08/09/02 M 1020 595129 08/09/02 M2003 1020 595130 08/09/02 ~045 1020 595131 08/09/02 695 1020 595131 08/09/02 695 1020 595131 08/09/02 695 1020 595131 08/09/02 695 TOT~J~ CHECK 1020 595132 08/09/02 M 1020 595133 08/09/02 701 1020 595133 08/09/02 701 1020 595133 08/09/02 701 1020 595133 08/09/02 701 1020 595133 08/09/02 701 1020 595133 08/09/02 701 1020 595133 08/09/02 701 1020 595133 08/09/02 701 TOTAL CHECK 1020 595134 08/09/02 2532 1020 595135 08/09/02 M 1020 595136 08/09/02 738 1020 595137 08/09/02 M 1020 595138 08/09/02 M 1020 595139 08/09/02 M 1020 595140 08/09/02 754 1020 595141 08/09/02 M 1020 595142 08/09/02 18 1020 595143 08/09/02 M 1020 595144 08/09/02 761 1020 595144 08/09/02 761 TOTAL CHECK SUNGARD PENTJ~ATION, INC 6104800 SUOMELA, HARTTI 580 SUTTON PLACE HOTEL 1104530 SVCN 1104300 SYSCO FOOD SERVICES OF S 5606620 SYSCO FOOD SERVICES OF S 5606620 SYSCO FOOD SERVICES OF S 5606620 SYSCO FOOD SERVICES OF S 5606620 Solc (Zhao), Annie 550 TARGET STORES 1108321 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 5806349 TARGET STORES 1106448 TARGET STORES 5806249 TARGET STORES 5806349 TECHNICAL ANALYSIS, INC. 1107502 VAIDYA, ANAGHA 580 VALLEY OIL COMPANY 6308840 VISENTIN, HELENE 580 VU, ETHAN 580 Von Schoeler, Frances 550 BARBARA WALTON 5806449 WASHINGTON, MARY 580 WASTE ORGANIZATION ADONA 1108005 WATKINS, SHAROL 580 WEDEMEYER BAKERY 5606620 WEDEMEYER BAKERY 5606620 DATA LINE CHARGES Refund: Check - SUt~J~ER ANNUAL CONF FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC Refund: Check - New Yo SUPPLIES/PO 8691 SUPPLIES/PO 25264 SUPPLIES/PO 25266 SUPPLIES/PO 25371 SUPPPLIES/PO 25361 SUPPLIES/PO 22331 SUPPLIES/PO 25369 SUPPLIES/PO 24703 ENGINEERING SERVICE Refund: Check - SU~94ER FY 2002-2003 OPEN PURC Refund: Check - SU~4ER Refund: Check - Rental Refund: Check - Fall F SERVICE AGREEMENT FOR Refund: Check - Refund HAZ WASTE 8/01 Refund: Check - Rental FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0,00 64.83 75.00 785.00 22.50 8158.88 2513.22 42.65 44.10 10758.85 500.00 248.24 38.74 15.99 36.74 43.83 47.46 8.06 24.88 463.94 1318.82 58.00 3308.46 37.50 500.00 250.00 1000.00 105.00 4857.00 100.00 227.58 664.91 892.49 RUN DATE 08/08/02 TIME 10:11:29 - FINANCIAL ACCOUNTING 08/08/02 ACCOUNTING PERIOD: 2/03 CITY OF CUPERTINO C%~CK REGISTER - DISBURSEMENT PUND SELECTION CRITERIA: transact.trans_date between "08/05/2002" and "08/09/2002" FUND - 110 - GENERAL FUND CASH ACCT CHECK NO 1020 595145 1020 595146 1020 595147 1020 595148 1020 595148 TOTAL CHECK TOTAL CASH ACCOUNT TOTAL FUND TOTAL REPORT ISSUE DT .............. VENDOR ............. FUND/DEPT 08/09/02 2395 WESTERN TRUCK PAB 6308840 08/09/02 2761 CONOR WHITE 5606620 08/09/02 783 WIEBE PAINTING 1108501 08/09/02 794 XEROX CORPORATION 1104310 08/09/02 794 XEROX CORPORATION 1104310 ..... DESCRIPTION ...... REPAIR BOOM QUOTE #151 SERVICE AGREEMENT FOR SRV FY 2002-2003 OPEN PURC FY 2002-2003 OPEN PURC SALES TAX 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 PAGE 12 AMOUNT 1299.00 125.00 450.00 499.03 159.13 658.16 378540.38 378540.38 378540.38 RUN DATE 08/08/02 TIME 10:11:29 - FINANCIAL ACCOUNTING RESOLUTION NUMBER DRAFT A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ALLOWING CERTAIN CLAIMS AND DEMANDS PAYABLE IN THE AMOUNTS AND FROM THE FUNDS AS HEREINAFTER DESCRIBED FOR SALARIES AND WAGES PAID ON July 19, 2002 WHEREAS, the Director of Administrative Services, or their designated representative has certified to the accuracy of the following claims and demands and to the availability of funds for payment hereof; and WHEREAS, the said claims and demands have been audited as required by law; NOW; THEREFORE, BE IT RESOLVED that the City Council hereby allows the following claims and demands in the amounts and from the funds set forth: GROSS PAYROLL Less Employee Deductions $502,429.20 $(142,694.05) NET PAYROLL Payroll check numbers issued 61272 through 61588 Void check number(s) Director ofAdministrktive S~rvices $359,735.15 PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of ,~usust ,2001, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino 7-/ RESOLUTION NUMBER 02-145 DRAFT A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ALLOWING CERTAIN CLAIMS AND DEMANDS PAYABLE IN THE AMOUNTS AND FROM THE FUNDS AS HEREINAFTER DESCRIBED FOR SALARIES AND WAGES PAID ON August 2, 2002 WHEREAS, the Director of Administrative Services, or their designated representative has certified to the accuracy of the following claims and demands and to the availability of funds for payment hereof; and WHEREAS, the said claims and demands have been audited as required by law; NOW; THEREFORE, BE IT RESOLVED that the City Council hereby allows the following claims and demands in the amounts and from the funds set forth: GROSS PAYROLL Less Employee Deductions $504,261.52 $(144,093.84) NET PAYROLL Payroll check numbers issued 61590 through 61914 Void check number(s) $360,167.68 CERTIFIED: D~~ Director of Ad~ninistra~Ve Services ~ ~' ~'o~-~ / ~,e,~. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August ,2001, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino CITY OF CUPEI INO City Hall 10300 Torte Avenue Cupertino, CA 95014-3255 Telephone: (408) 777-3220 FAX: (408) 777-3366 DEPARTMENT OF ADMINISTRATIVE SERVICES Agenda Item No. 8 SUMMARY Meeting Date: August 19, 2002 SUBJECT Monthly Treasurer's and Budget Report - June 2002 BACKGROUND Attached is the Treasurer's and Budget report for the period ended June 30, 2002. report includes all funds in control of the City. Investments The The market value of the City's current portfolio totaled $46.6 million at month end with a maturity value of $45.9 million. The City intends to hold investments until maturity to redeem full value of the securities plus interest earnings up through the maturity date. Major purchases of mortgage (agency) obligations were made prior to year end, shifting the composition from a portfolio predominantly invested in the Local Agency Investment Fund (LAW), to one invested equally (40%) in LAIF and agency notes, with the balance in Treasury notes. The purpose of this shift was two-fold: to diversify out of LAIF and avoid the risk of City funds being frozen as the State budget passes the fiscal year end deadline, and to obtain a slightly higher yield as LAIF returns decline. Future cash flow requirements of the City's large capital projects were considered in the selection of each investment purchase. The resulting portfolio has an average length to maturity of 558 days, rather than LAIF's 223 day average life, and a yield almost 1% higher than achieved by LAW in June 2002. The investments of the City of Cupertino are in full compliance with our City investment policy and/or State law. Investments are tiered to adequately provide the City with sufficient cash flows to pay its obligations over the next six months. Revenue/Expenditure Trends The decrease in the City's current investment portfolio of $1.5 miilion is primarily a result of year-end (summertime) capital expenditures. The fiscal year is still under g-/ Printed on Recycled Paper closing, but it appears that General Fund revenues will come in very close to budget (as adjusted in April), and operating expenditures are below budget by almost 5% due to departmental savings. RECOMMENDATION: Staff recommends that the City Council review and accept the June 2002 Treasurer's and Budget report. Adjustments may be made to this report for year-end revenue and expenditure accruals, as the City prepares it's books for the fiscal year audit to begin early in September. Submitted by: Approved for submission: C~rrol ~' F ~ell ~ x,.. Deputy Treasurer David W. Knapp City Manager City of Cupertino June 2002 ACTIVITY DATE ADJUSTED MATURITY MARKET UNREALIZEI2 PURCI-IASE MATURITY DESCRIPTION REF YIELD COST VALUE VALUE PROFIT/LOSS SECURITIES PURCHASED 06/28/02 __02/15/04 FHLMC(P) __ 6k 2.67% 1,352,318 i 1,300,000 1,348,463 (3,855) 06/28/02 o4/15/04 FHLMC(P) 6k 2.79% 1,321,398 , 1,300,000 !, 1,316,835 (4,563) 06/28/02 05/14/04 FNMA 6k 2.91% 1,365,757 1,300,000] 1,359,868 (5,889) 06/28/02 03/15/04 FNMA 6k 2.84% 1,342,387 1,300,000 1,338,389 (3,998) 06/28/02 09/15/04 FNMA 6k 3.12% 1,797,165 1,800,000 1,809,090 11,925 06/28/02 06/15/04 FNMA 6k 2.93% 1,201,580 1,200,000 1,201,584 4 06/28/02 11/01/04 FNMA 6k 3.34% 695,115 650,000 692,513 (2,602) 06/28/02 11/17/03 FNMA 6k 2.56% 2,077,493 2,000,000 2,072,664 (4,829) ---i CURRENT PORTFOLIO CASH i ~_ -06/30/02 Cupertino National Bank 400,000 400,000 400,000 0 CA I ! 400,000 400,000 400,000 0 CORPORATE BONDS !' [ I} 0 0 0 CO~P [ i I __ 0i 0 0 0 LAIF [ [ LA '1 06/30/02 !State Pool 6f 2.69% 18,073,638 18,073,638 18,073,63 ..... 0 MONEY MARKET FUNDS --- 06/30/02 I Greater Bay Trust Company ~j ~ 2.56% 467 ! 467 i 467 ~ 0 I ....... ' 06/30/02 iCupertinoNatI-Sweep accoun 6j '~ 1.34% 1,235,351-~ 1,235,3511 1,235,351 MM ' MORTGAGE OBLIGATIONS 07/09/93 04/15/07 FHLMC(P) 6k t 6.71% 564,808; 543,0851 569,148 4,340 i 08/01/01 08/01/05 FHLMC(P) .6_k~ I 5.38%I 1,500,0001 1,500,000: 1,541,540 41,540 [ 08/02/01 02/07/05 FHLMC(P) 6k 5.26%[ 1,500,000 1,500,000! 1,526,064! .... 26,064 ! 08/07/01~ 08/02/04 fHLMC(P) 6k 5.07% ~ 1,500,0001 1,503,603i 3,603 ! 09/3~)~-~ i 05/15/08 [FHLMC(P) gk [ 6.62%] 2,924,639 ~ 2,860,000 ~ 2,988,511 . 63,872 ....4 06/28/02i 02/15/04~ i:~' 2.~67%i 1,352,3 '8I 1,300,000i ',348,463 ,3,855) 06/28/0_2__i 04/15/04_~FHLMC(P) ~ 2.79%'. 1,321,398 1,300,000, _._. 1,316,835 (4,563) ...... 06/28/02 i 05/14/04 iFNMA 16k 2.91% 1,365,757 1,300,000 1,359,868 i (5,889) 06/28/02 ! 03/15/04 [FNMA 16k 2.84% 1,342,387 1,300'i0~) 1,338,389 i (3,998) 06/28/02' 09/15/04 !FNMA !6k 3.12% 1,797,165 1,800,000 1,809,090 11,925 06/28/02 ~ i 06/15/04 FNMA 6k __2.93% 1,201,580 1,200,000 1,201,584 4 06/28/02 I 11/01/04 FNMA i6k 3.34% 695,115 650,000 692,513~ (2,602) 06/2~02 11/17/03-- FNMA !6k 2.56% ..... 2,077,493 2,000,000 2,072,664i (4,829) ' I --- 19,142,660 18,753,085 19,268,2711 125,611 i US GOVERNMENT SECURITIES i ~ l ~6/25/99I 11/30/02 ITreasury Note -- 6a 5.90%[ 2,498,570' 2,500,000' 2,541,205 42,635 02/07/00 06/30/03 ?reasury Note 16a 6.62% 2,472,497 2,500,000 2,584,680 112,183 US [ 7,471,067 7,500,000 7,626,210 155,143 ~Total Managed Portfolio[ i 46,323,183 45,962,541 46,603,937 I 280,753 --- Average Yield Average Length to Maturity (in years) -- City of Cupertino June 2002 TRUST & AGENCY PORTFOLIO ACTIVITY DATE ADJUSTED MATURITY MARKET UNREALIZEE PURCHASE I MATURITY DESCRIPTION REF YIELD COST VALUE VALUE PROFIT/LOSS / CERTIFICATES OF DEPOSIT: 07/27/01 06/27/02 Cupertino Natl(Kester Trust) i6b- 3.65% 40,408 i 40,408 40,408 0 Total Trust & Agency Portfolio 40,408 40,408 40,408 BOND RESERVE PORTFOLIO Traffic Impact Franklin Fiduciary Trust I _. 1.60% 19,100 19,100 , 19,100 ~0 I Reserves ! -- 04/06/93 01/01/03 Repo - 93 A Reserve Fd (400972) 0.55% 2,921,488 i 2,921,488 2,921,488 0 12/16/92 Money Mkt - 92 A Reserve Fd (400~ 1.15% 839,634 839,634 839,634 0 12/16/92 i Money Mkt - 92 B Reserve Fd (400c~ 1.14-% 1,334,601 1,334,601 1,334,601 0 I -i i i 5,095,723 5,095,723 5,0_95,723 0 / Total Bond Reserve Portfolio i i I 5,114,823 ] 5,114,823 5,114,823 i 0 US l rcasuvy Nolcs 16% Investments by Type Managed Portfolio Corporate Bonds 0% LAIF 3 9% Mortgage Obligation 41% Market 3% Cssh I% 7.00% IRate of Return Comparison 6.00% 5.00% 4.00% 3.00% 2.00% 1.00% 0.00% i'-~- Cupertino 5/01 6/01 7/01 8/01 9/01 10/01 11/01 12/01 1/02 2/02 3/02 4/02 5/02 6/02 COMPLIANCE WITH INVESTMENT POLICY City of Cupertino i June 30, 2002 Category Standard Treasury Issues No limit Complies US Agencies (eg FHLMC) Medium Term Corporate Bonds/Notes No limit 30% with A rating Complies Complies Comment LAIF $40 million Complies Money Market Funds 20% Complies Maximum Maturities 25% up to 15 years Complies (FHLMC at-7 yrs) " Remainder up to 5 years Complies Per Issuer Max 10% (except govts) i Comphes Bankers Acceptances 180 days & 40% Complies Commercial Paper 1270 days & 25% Complies Negotiable Certificates of Deposit 130% Complies Repurchase Agreements 365 days Complies Reverse Repurchase agreements Prohibited Complies !City of Cupertino i f i [ I ] ~eneral Fund Budget Report - ? .... ~ ~ ~ - Actual Actual [ % of Budget _ 6/30/02 ~000/6i Budg~ 2001/02 Budget ! YTD 6-30-01 i YTD~-30-02 / Over/Under 'Ana-l~sis 0~Trends Sales Tax 11,000,000 10,348,000 11,833,583 10,416,304] 0.66% ',Down 12% from last year. Property Ta~ 3,100,000 3,789,000 3,298,166 3,552,7371 -6.24%' Transcient Occupancy 2,282,000 1,460,000 _ 2,26!,054. 1,545,683 _ 5.87% Down 31% from last year; consistent with indus Utility Tax i 2,397,000 2,699,000 ~ 2,907,538~ 2,439,267 -9.62% Franchise Fees 1,894,000 ~ 2,214,000 1,978,641 2,061,560 -6.89% Other Taxes 1,530,000 1,120,000 1,253,486 1,195,255! 6.72% Property ~a~i;er ta~e~ff~ 3% (~ i4'gl~)-~r0m prior year Licenses and Permits ~ 1,310,000 1,173,600 1,230,060 1,310,470 11.66% Use ~of Money & Property . 2,131,000' 1,544,500~ ~ 2,694,2241 1,532,098 -0.80% Intergovernmental 2,756,063 3,319,041 3,255,250 3,551,857 7.01% Charges for Services 550,000 429,100 330,509 452,950 5.56% Fines & Forfeitures 500,000 60_~0,000 470,628 544,474~ -9.25% Increase in red light tickets since first half of last year Other Revenue , 100~000 80,000 123,082 97,835 22.29% 'Total Revenue i 29.550.063{ 28.77&-241 ] ~' ~ -0.26% Operating Expenditures: . ~ . Adminis_trative 1,5~25,595 1,516,325 ~ 1,387,086i 1,462,787 -3.53% Law Enforcement 5,687,278 6,123,181 5,351,653' 5,744,758 -6.18% Community Service 625,307 652,882 617,894 707,827 ~ 8.42% Administrative Service ~ 3,017,477 ~ 3,344,477 ~ I 3,000,096 3,262,643 i -2.45% Recreation~. Service . 1,792,960~ 1,946,332~ ~ 1,774,4~84~ 1,857,019 -4.59% Community Development 2,536,141 4,042,219 i 2,535,745! 3,634,614 ~i0.08% BMR Housing spending increased $1M over last year. Public Works 9,366~608 9,27_3~77~1 8,506~267; 8,88&933 -4.15% Total Expenditures ~ ~ ~ 25.558.581 -4.~8% ! .oo% Operating Transfers In ~ ~,075,000 21825,000 ~ 1,~00~i00~ 2,825,000i Operating Transfers Out -13,530,185i -9,1~7,921i -13,530~,_185 -9,117,921[ 0.00% I ' ~ Net Income/Loss - -6.456.488 -4.415.866 i -3.867.1901 13,0OO,O00 ~ - 12,000,000 Revenue Comparison 11,000,000 10,000.000 9,000,000 8,000,000 7,0~,0~ 5,000,000 4,0~,000 3,000,0~ 2,~0,~0 1,000,000 0 1 2 3 4 5 6 7 8 9 10 11 12 · YTD 6/30/01 EiYTD 6/30/02 I Sales Tax 2 Property Tax 3 TOT 4 Utility Tax 5 Franchise Fees 6 Other 7 Licenses & Permits 8 Money & Property 9 Intergovernmental l0 Charges for Services I I Fines & Forfeitures 12 Other Revenue 10,000,000 Expenditure Comparison 9,000,000 8,0~,0~ 7,~0,~0 6,~0,~0 5,000,000 4,0~,0~ t 0 1 2 3 4 5 6 7 mY'TD 6130101 I~YTD 6/30/02 1 Administrative 2 Law Enforcement 3 Community Service 4 Administrative Service 5 Recreation Service 6 Community Development 7 Public Works Capital Projects 6/30/02 Fund Proi# Description CIO enc CIO budget Adopted change Total Budget Encumbrance Expenditure Current Bal. 110 9215 Department remodel 0.00 0 320,000 320,000.00 14,942.50 306,769.96 (~.712.4G.') 210 9612 Minor Storm Drain Improv 71,051.38 155,000 226,051.38 9,300.00 84,461.29 132,290.09 215 9620'Storm Drain Projects 1,029,204.32 1,029,204.32 0.00 4,900.00 1,024,304.32 270 9401 Barrier Removal 31,843.62 ~0;.~00) 1,843.00 1,200.00 643.00 270 9411 W.Stev Creek bike lane 21,115.54 21,115.00 0.00 150.00 20,965.00 270 9412 S.Stelling bike lane 0.00 24,712.14 24,712.00 24,712.00 270 9413 De Anza bike lane 0.00 41,163.34 41,163.00 0.00 640.00 40,523.00 270 9430 Stev Canyon Rd widening 94,474.29 1,070,905.87 95,000 1,260,379.29 1,078,616.99 156,252.00 25,510.30 270 9431 Stev Crk/Blaney TIS modification 0.00 60,290.40 39,060 99,350.00 11,330.89 88,019.11 0.O0 270 9432 Hmstd belleville TlS modif. 75,000.00 75,000.00 75,000.00 270 9435 Neighborhood traf calming 0.00 0.00 150,000 (89,06;0) 60,940.00 8,230.00 46,590.00 6,120.O0 270 9436 Stev Crk Trail Bike facilities 0.00 30,219.991 30,219.00 30,219.O0 270 9438 Miller Ave bike facilities 0.00 133,204.321 133,204.00 0.00 2,197.50 131,O06.50 270 9440 Wolfe bike facilitiy improv 70,030.00 114,028.98 184,058.00 11,890.43 49,390.89 122,776.68 270 9441 Bike detection enhancement 0.00 19,659.15 19,659.00 19,659.O0 270 9443 Bollinger Rd bike facility improv. 326,907.86 59,321.40 243,000 629,228.86 86,119.35 293,268.99 249,840.52 270 9444 Bubb/McClellan IlS modif. 1,318.69 0.00 1,318.69 0.00 868.20 450.49 270 9446 DeAnza/Stev Crk crosswalk enh. 120,000.00 280,000 (200,000) 200,000.00 0.00 0.00 200,000.00 270 9447 Mary Avenue gateway 13,000.00 67,000.00 120,000 200,000.00 33,258.59 9,899.89 156,841.52 270 9448 Foothill blvd bike lanes 25,056.50 209,100.00 234,156.50 86,450.00 48,364.55 99,341.95 270 9449 Mary Avenue Footbridge 166,136.14 0.00 400,000 566,136.14 0.00 176,258.99 389,877.15 270 9450 Pavement Management 0.00 0.00 1,500,000 305,000 1,805,000.00 67,300.00 1,737,670.55 29.45 270 9531 Ramp meter signal 280~85 390,674.39 89,209.41 479,883.39 389,233.43 10,440.96 80,209.00 270 9532 SR85/Stev Crk TlS modification 44,627.13 21,692.00 66,319.13 0.00 16,940.64 49,378.49 270 9701 Sidewalk gaps umincop.area 75,000 (75.000) 0.00 0.O0 270 9702 Citywide bike parking facilities 51,789 51,789.00 51,789.O0 280 9213 McClellan Ranch bldg improv. 211,652.96 211,652.00 211,652.00 420 9108 Park Renovations 106,490.00 130,716.60 (60.396) 176,810.00 0.00 104,264.16 72,545.84 420 9110 Stocklmeir Property Acquisition 0 0.00 0.00 0.00 420 9113 Stev Crk trail masterplan 12,931.12 0.00 12,931.12 0.00 6,670.42 6,260.70 420 9115 Skate Park 52,795.00 291,830.00 100,000 444,625.00 0.00 42,671.60 401,953.40 420 9116 San Thomas trail improvements 137,760.98 147,539.31 281,000 566,299.98 21,807.60 117,390.48 427,101.90 420 9117 Stev Crk Trail master plan study 150,000.00 150,000.00 74,734.84 54,289.16 20,976.00 4201 9118 Union Pacific RR trail 131,860.04 1,819.10 133,679.04 0.00 129,365.17 4,313.87 4201 9119 Portal/VVilson park improvement 430,000 201,319 631,319.00 0.00 67,258.95 564,060.05 420 9216 Service center expanison 25,541.00 132,728.68 158,269.00 41,888.00 48 550.00 67,831 .O0 420 9219 Animal control facility 500,000.00 500,000.00 500,000.00 420 9223 Civic center improvements 0.00 200,000 200,000.00 46.97 199,953.03 420 9224 Civic center plaza improvements 0.00 100,000 100,000.00 36,020.25 63,979.75 420 9524 DeAnza/Stev Creek arterial mgmt 5,700.00 23,575.71 29,275.00 0.00 7,425.87 21,849.13 420 9527 Homestead/Tantau T/S upgrade 17,813.28 0.00 17,813.28 3,733.00 13,908.13 172.15 420 9528 280NVolfe traffic safety improv. 53,976.83 365,645.03 419,621.83 302,574.31 34,612.88 82,434.64 420 9529 Wolfe Rd.arterial 139,990.61 1,562.00 141,552.61 0.00 140,645.11 907.50 420 9530 !Phase III Hmstd artedal m~lmt 38,505.00 45,845.17 84,350.00 0.00 40,809.10 43,540.90 Capital Projects 6/30/02 i Fund Proi# Description CIO enc CIO budget Adopted change Total Budget_ Encumbrance Expenditure Current Bal. 420 9533 Green LED T/S lights 0.00 26,036.18 260,000 286,036.u0 10,459.86 14,540.14 261,036.00 420 9534 Advanced ITS De Anza bird 40,838.73 355,120.00 500,000 895,958.73 30,055.47 190,367.26 675,536.00 420 9535 Adaptive traf control system 48,993.31 650,000.00 300,000 998,993.31 635,356.48 63,075.83 300,561.00 420 9536 Stelling corridor TlS upgrade 10,460.65 0.00 10,460.65 0.00 5,558.68 4,901.97 420 9537 Bubb corridor TlS upgrade 6,537.91 0.00 6,537.91 0.00 3,474.19 3,063.72 420 9538 Pruneridge corrider TIS upgrade 10,460.661 0.00 10,460.66 0.00= 5,558.69' 4,901 97 420 9539 Wolfe/Pruneridge TIS upgrade 9,806.87 0.00 9,806.87 0.00 5,211.29 4,595.58 420 9540 Speed reduction program 24,939.12 60.88 24,999.12 24,939.12 60.00 420 9541 School traffic calming measure 60,636.04 333,188.00 52,000 445,824.04i 163,430.68 260,490.41 21,902.95 4201 9544 Safe routes CHS 500,000 500,000.00~ 500,000.00 420, 9703 Apple public art 0 100,000 100,000.00 100,000.00 4231 9214 Library expansion 4,985.73 4.61 4,985.73 0.00 4,985.73 423, 9222 Library construction 1,994,349.15 0.00 1,500,000 968,337 4,462,686.15 1,725,520.72 1,016,299.40 1,720,866.03 4241 9210 Senior Center Expansion 230,146.28 221,190.81 (,150,000) 301,336.28 10,952.00 255,900.81 34,483.47 425 9313 Four Season Corner 0.00 295,108.63 142,863 437,971.00 0.00 25,896.05 412,074.95 4251 9314 Four Season Art Sculpture 94,563.70 __ 57,137 151,700.00 0.00 7,912.00 __ 143,788.00 426 9212 Sports Ctr.fltness expansion 2,740~07 1,686,080.62 1,688,820.07 0.00 58,901.16 1,629,918.91 5601 9105 Blackberry Farm 0.00 314,939.04 175,000i 489,939.00 0.00 38,056.35 451,882.65 560 9112 BBF master plan study 150,000.00 150,000.00 34,000.00 0.00 116,000.00 Total 4,300,483.38 9,417,928.89 7,269,000 1,408,049 22,395,443.08 4,802,242.64 5,552,793.65 12,006,406.79 ok ok ok ok CUPEI INO City Hall 10300 Torre Avenue Cupertino, CA 95014-3255 Telephone: (408) 777-3212 FAX: (408) 777-3366 davek~cupertino.org OFFICE OF THE CITY MANAGER STAFF REPORT Agenda Item Number Agenda Date: August 19, 2002 SUBJECT AND ISSUE Accept Annual Report from July 1, 2001 to June 30, 2002. BACKGROUND The attached annual report recounts City activities over the past fiscal year. It is provided for your information and to create a history of the City's efforts on behalf of our residents. The City of Cupertino is blessed with engaged residents, generous volunteers, dedicated commission and committee members, an energetic and talented staff and a City Council dedicated to the quality of life in our community. In the crush of daily activities, it is helpful from time to time to step back and see just how much has been accomplished. RECOMMENDATION Accept Annual Report from July 1, 2001 to June 30, 2002. Respectfully submitted: David W. Knapp, City Manager Printed on Recycled Paper %/ City of Cupertino Fiscal Year 2001-02 Introduction The following report provides a record of the many projects and services provided to meet community needs over the past fiscal year. In spite of challenges faced by our nation and community, the City of Cupertino has been aggressive and proactive in meeting the community's needs. One of the most successful efforts last year was the City's community outreach program. Conducted by a variety of departments, community outreach has been a high priority for this organization. The success of this effort is confirmed by this year's communications audit and biennial survey. Thirty-two residents are now participating in our Block Leader Program. This year has seen the highest level of participation in Cupertino's Neighborhood Watch Program in over ten years. Five hundred forty-two residents have attended Neighborhood Watch meetings. Of those, 65% were new to the program. Alert and communication efforts have been strengthened with the Electronic Community Alert Program (eCAP) unveiled earlier this year. Other outreach strategies have also proven to be effective dealing with a diversity of cultures and issues. Reflecting the cultural diversity of Cupertino's residents, last year's Cinema at Sundown was an extremely successful pilot program. It is back again by popular demand and promises to become an abiding part of our summer. The City has also created a first-of-its-kind clipping and translation service for local Chinese-language newspapers. Distributed to community leaders and available to the public, this service has served as a catalyst for improved communications and rapport between Chinese-speaking and non-Chinese speaking residents. In addition, our Channel 26 and Information Technology staff expanded access to our City Council and Commission meetings by making them available world-wide through our website. Programming changes at the Senior Center have shown measurable and significant outreach to non-English speaking seniors. Over the past year the Senior Center has experienced 1,300 new members and a six-fold increase in non-English programming (from 10 to 62 programs). Sensitive youth issues were also identified last year and have proven the value of Cupertino's new Teen Commission. Funding and acquisition of the mobile skate park and funding and design of the new sports and teen center are visible and important service improvements to this portion of our community. Youth and Senior issues continue to be a focus for the City. The City's population increased this past year with the annexation of the Garden Gate area. In spite of the fact that annexation required Garden Gate residents to pay a 2.4% utility tax, they voted to become official residents of the community. The staff looks forward to providing the quality of service that will demonstrate that these new residents made the right choice. Recognizing the inherent danger in living in an area subject to earthquake and acknowledging the events of September 11th, staff completed the city-wide emergency and communication plan and expanded our emergency outreach programs by more than 100% (CERT, Kaleidoscope, neighborhood awareness drills, EOC drills and business/school contacts). Changes in the economy have strengthened the City's commitment to and pursuit of partnership opportunities with area school districts. Fiscal year 2001-02 brought challenging parking situations and creative solutions. City staff at every level have worked with school districts, schools and neighbors to develop solutions to school traffic issues. The City's school partnerships have also created new opportunities. Development is proceeding on the Field House at Cupertino High School, which, when completed, will provide opportunities for tournament- level table tennis competition. Our Parks and Recreation staff made tennis courts available for high school programs displaced by school construction. The City's relationship with De Anza College has also produced several partnership opportunities including enhanced coordination for events on the De Anza campus, and cooperative uses of city facilities during Measure E construction. We have every expectation that these relationships will continue to add value to the quality of education and life in Cupertino. The City's finances have been able to weather the dual challenges of state budget difficulties and a slow economy. While the state budget remains unresolved, the City has successfully pursued opportunities to strengthen its economic position. Settlement of the BALA lawsuit has resolved a potentially significant drain on the redevelopment agency. Changes to the City's General Plan have been very productive with the benefit unprecedented public input into the process. In fact, Cupertino's Housing Element was one of the first in the State to be approved in this recent round of updates. Investment in public infrastructure has continued over a remarkably wide spectrum. The City's active street improvement program has continued unabated, the Sports Center will be redesigned and upgraded and we are soon to complete design on Cupertino's largest capital project ever, a new, state-of-the-art library. Major Fine Arts Commission projects during the year included the Children's Tile Wall at Quinlan, Four Seasons Comer public art, community event information booths, a new brochure, proposed guidelines for the selection of public art and a call for art, review of submittals, and report to the City Council and the Parks and Recreation Commission. Led by the vision of the City Council, staff has successfully sought new opportunities to promote walkability in Cupertino. The Bicycle Pedestrian Advisory Committee was upgraded to the status of a Commission, reflecting Council's commitment to cycling and walkability in our community. Formidable historical obstacles were overcome with the successful design and adoption of the Mary Avenue Pedestrian Overcrossing. Local, neighborhood, and regional organizations are collaborating on the funding of this project. Local partnerships have also been instrumental in the City's progress with the San Tomas Creek Trail. City Council formally adopted a comprehensive set of pedestrian guidelines and budgeted $100,000 to implement the guidelines recommendations. From sidewalk improvements, current capital projects and 8/14/2002 Page 2 of 29 development strategies, Cupertino continues to make measurable progress toward a more walkable community. The work of our City staff this past year has been recognized, not only by residents, but by outside agencies as well. We received a Certificate of Achievement in recognition of the City's designation as a Very Low-Cost City by the 2002 Kosmont Cost of Doing Business Survey. The International Personnel Management Association designated our Human Resources Division as the Outstanding Small Agency Organization of the Year. Our Finance Division received Certificates of Excellence in both Financial Reporting and Budgeting. In addition, the City Manager received an award from the International City Management Association for Achievement in the Advancement of Local Government Administration. The commitment of our staff is demonstrated in the pride of their accomplishments. The City of Cupertino continues to represent the best standards of public service. The following report of city services, programs and projects for fiscal year 2001-02 represents outreach, innovation and investment in meeting the needs of all Cupertino residents. Parks and Recreation Department There are five divisions within the Parks and Recreation Department including: the Senior Center, Youth and Teen Division, Fitness and Sports Division, Blackberry Farm/McClellan Ranch, and Quinlan Community Center/Special Events. Following are highlights from fiscal year 2001-02: Senior Center The Senior Center provides centralized services for people aged 50 and over, including recreational activities, social services, educational programs, and information on health, insurance, immigration, housing, and other issues of interest. The Senior Center has 2,743 members this year, over 1,300 new members in the last fiscal year. Forty percent of the members are between the ages of 50 and 69, 56 percent are aged 70 to 89, and four percent are over 90 years of age. Activities A City Council goal for fiscal year 2001-02 included diversifying programming at the center. Over the fiscal year, the Senior Center offered 62 programs for non-English speakers, up from 10 programs in the previous fiscal year. Overall, there were nearly 8,000 hours of programming. More than 28,000 senior participants attended classes, socials, special events, and trips. These programs produced $583,529 in revenue. In spring 2002, the Senior Center began offering programs and classes on Tuesday and Wednesday evenings. Prior to this time, the center closed at 5 p.m. The evening programs include Karaoke, social dance, Yoga, watercolor, Japanese flower arranging, and PC/Mac user groups. The travel program had 79 days of senior travel this year, up from 63 days last year. 8/14/2002 Page 3 of 29 Services A new program called Friendly Visitors started in the past fiscal year. Eight friendly volunteers were recruited, trained, and received supervision from the case manager. They served 14 homebound senior clients. Each volunteer, visited his or her client weekly, and the group recorded over 600 hours of volunteer visits. Another new service is the Chinese language HICAP. The service offers health insurance and long-term care insurance counseling on an appointment basis with a Chinese-speaking counselor. The case manager had 121 clients in the past fiscal year. The Council on Aging of Santa Clara County provides $19,750 in support, for 120 cases per year. The case manager serves homebound elders at risk for institutionalization, intervening for those at risk and working to reduce the risk for seniors in the future. Volunteers The Senior Center greatly benefited from more than 200 volunteers assigned to various activities including front desk, translation, hosting, instruction, kitchen crew, performing arts, newsletter, special events, and social services. There were more than 16,000 volunteer hours recorded in the last fiscal year. One of the goals of the volunteer program is to recruit multi-language speakers for front desk translation services. Presently, there are 15 multi-lingual desk volunteers out of 35 volunteers in the program. Interviews have been scheduled for three more volunteers, two of whom are bilingual. They help with Mandarin, Cantonese, Indian dialects, Spanish, and Taiwanese. Currently, there are 19 volunteers on the host committee; all are bilingual. The Senior Center has 32 translators available on call for service appointments and for special guest speaker topics. Many of the translators speak several languages. Following is the breakdown: Cantonese - 8 Russian- 3 Korean- 3 Hindi - 2 Mandarin- 12 French- 1 Portuguese- 1 Ukrainian- 1 Tamil - 2 Chinese - 6 Spanish - 5 Shanghai-ese- 1 Taiwanese - 3 Indian - 2 Japanese - 3 Tagalog - 2 Hungarian- 1 Facility Use In its first year of operation, the Senior Center had 88 rental contracts that generated $18,500 in revenue. In addition, the City of Cupertino used the Senior Center 38 times for public meetings. A facility rental brochure was designed for marketing the Senior Center. It has been distributed. With approval from the City Council in June, a new parking program eased the Senior Center parking crunch. 8/14/2002 Page 4 of 29 Special Projects · Commemorative Tile Proiect -- the application process for tiles is complete and orders will soon be sent to Laser Impressions for engraving. Once thc last tiles are engraved, they will be installed, completing the project. More than 400 tiles have been installed. The final phase consisted of another 60 tiles. · Senior Center Barbeque - the Kiwanis Club of Cupertino is designing a barbeque pit for installation at the center. They are still working on the design of the project. Construction is now scheduled for December; in the meantime, the center has purchased an outdoor gas grill. Youth and Teen Division Summer Camps Youth and Teen Division offered six summer camps for groups aged 4 to 15 years. Below is the enrollment for the 2001/2002 camp season and current registration for 2002. Revenue is also listed. There are spaces available in some camp programs and registration is ongoing. Camp Name Age Group 2001 Reg. # Revenue 2002 Reg. # Revenue Camper Cubs 4-5 67 $8,450 93 $11,676 Crazy for Sports 7-12 53 $13,573 123 $15,117 Day Camp 6-10 154 $53,703 138 $48,315 Teen Camp 11-15 109 $26,567 55 $13,030 Nature Camp 4-11 272 $36,240 245 $32,742 Summer Science Fun 5-12 259 $37,467 234 $33,628 After-School Enrichment This program is done cooperatively with Cupertino Union School District at various school sites. Enrollment for fall 2001was 541 students, and enrollment for spring 2002 was 490 students (fewer classes were offered in 2002 due to last minute cancellation by one of the art instructors). Currently, classes are offered in art, theater, keyboard and instrumental music, science, Spanish, and Japanese. We will be adding three new contractors to fall 2002 for chess, ceramics, and academic improvement courses. In the last fiscal year, the program generated $135,205 in revenue. Fee Waiver Assistance The Parks and Recreation Department annually waived program fees for families/participants that qualified for financial assistance. In the past fiscal year, the department assisted 23 individuals at a total subsidy of $3,049. 8/14/2002 Page 5 of 29 Teen Programs In thc past fiscal year, nine dances were held for middle school-aged teens; approximately 350 participants attended each dance. There are currently 65 tccn volunteers assisting with the summer camps/aquatic programs. These volunteers are ages 14 and 15. There are currently 100 participants registered for the mobile skate park program. Staff chaperoned 23 teens to Disncyland/Magic Mountain during spring break 2002. Annual Breakfast With Santa Breakfast with Santa hosted 241 participants. The parent-tot/pre-school program had record- breaking enrollment of 240 for the school year, and continues to grow. $42,246 was generated in revenue for the parent-tot program in the last fiscal year. Sports and Fitness Division The Sports and Fitness Division includes the operation of the Cupertino Sports Center. In the past fiscal year, 7,500 tennis lessons were given at the Sports Center to youth and 1,500 tennis lessons for adults. The total lesson revenue exceeds $700,000 annually. The Sports Center, including pass holder base of 800, generated over $1 million in revenue last year. The Summer Leam to Swim Program provided instruction to over 2,000 participants last summer with revenue generation of $95,000. There were 1,500 participants on 86 teams that played adult softball in the past fiscal year with revenue generation of $40,000. Blackberry. Farm/McClellan Ranch Nature Programs Blackberry Farm and Golf Course Over 80,000 customers visited the Blackberry Farm picnic grounds, and 597 paid picnic reservations were booked in 2001. Staff supported 65 caterings for a total of 14,820 meals. There were 118-day passes, 66 10-day passes, and 52 full-season passes sold. Total revenue generated from picnic ground operations in fiscal year 2001-02 was $910,000. In the past fiscal year, the Blackberry Farm Golf Course booked 75,000 rounds of golf for $700,000 in revenue. McClellan Ranch The Parks and Recreation Department's naturalist works from the Nature Museum at McClellan Ranch. In the last fiscal year, over 3,000 elementary school children participated in creek education field trips, tours, and nature programs. There were 900 participating visitors to the Nature Museum for Saturday family drop-in programs, which are free. In addition, 120 high school students participated in field studies at McClellan Ranch. 8/14/2002 Page 6 of 29 Quinlan Community Center/Cultural Division In the last fiscal year, a total of 366 cultural classes were offered for total revenue of $230,060. Of the 366 classes offered, 101 were for adults, 252 for youth, and 13 for teens. The total number of participants in cultural classes was 2,906. There were 415 Quinlan Community Center rentals in the last fiscal year for a total number of rental hours of 3,622. This does not include rentals for which fees were waived. A total of $91,561 was generated in revenue. There were 120 rentals for Memorial Park with a total attendance of 7,093 participants and 1,748 hours of rental use. This use generated $6,352.50 in revenue. Linda Vista Park was rented 60 times for a total of 407 hours; this generated $3,902 in revenue. Portal Park was booked 65 times for a total of 439 hours and generated $3,845 in revenue. Public Works Department Overview The Department of Public Works provides services in three program areas involving: · Engineering: general municipal engineering of infrastructure, traffic engineering and signal systems operations and maintenance for 55 fully actuated traffic signals, architecture, and development review; · Capital Improvements: design and construction of approximately $40 Million of capital projects including the Cupertino Public Library project, the Sports Center Renovation, the Mary Avenue Pedestrian Footbridge, Four Seasons Plaza, Park renovations and other like facilities; · Environmental Management: the management of environmental programs including the $1.75 Million annual solid waste contract, storm water runoff permits and recycling of waste materials. Currently there are four managers and 11 staff professionals responsible for this entire program and its workload. In addition the Department operates the Municipal Service Center and provides maintenance services through four Divisions associated with: · Facilities: the maintenance of all City owned facilities including such major buildings as City Hall, Library, Quinlan Center, Senior Center, along with the Creekside, Monta Vista and Wilson Park Rec. Centers and other minor facilities; · Grounds: all parks and grounds, including Memorial Park and ten neighborhood parks as well as 52 acres of school playgrounds and related facilities; 8/14/2002 Page 7 of 29 · Streets: maintenance of all streets and facilities and equipment in the public right of way including almost 450 lane miles of public streets, all sidewalks, curbs, gutters, signs and markings, along with the storm drain system, over 13,000 street trees and approximately 32 acres of median and overpass landscaping; · General Services: maintenance and installation of over 3,250 street lights, 155 pieces of motorized or wheeled equipment, 200 power tools, the maintenance of the entire service center yard are including storage of materials and hazardous waste and material disposal. There are five managers and 50 field personnel responsible for this major workload and its demands. En~ineerinR A variety of major developments with corresponding demands were completed and moved imo construction, including the Cypress Hotel and the Verona Apartments. In addition, the City completed the most aggressive street maintenance and annual paving program in its history by producing over $1.5 million of annual pavement maintenance which included 35 lane miles of slurry seal and 46 miles of pavement overlay and approximately $600,000 in sidewalk, curb, gutter and driveway repairs to assist over 600 property owners. Capital Improvement Program Hi~,hli~hts In implementing the largest and most aggressive Capital improvement program ever, the Public Works staff, working with the other departments, has completed conceptual design of the $25.5 Million Civic Center and Library project to begin construction in the spring of 2003 to open on schedule in October of 2004. In addition to completing the feasibility study on the $6.8 Million Mary Avenue Pedestrian Footbridge, the Public Works staff is working with the VTA and the BPAC to ensure full grant funding for the project. Aggressive management by Public Works staff on the San Tomas Aquino Trail project with the many other agencies involved has maintained the project schedule such that it was advertised on time for construction bids in June to ensure completion in November 2002. The first safe Routes to School grant project was completed in the Monta Vista-Kennedy- Lincoln school area with major improvements to sidewalks, pedestrian crossings, accessibility, loading and unloading areas at Monta Vista High and other safety improvements, the most important of which were finished under an extremely aggressive schedule prior to the start of the school year in Fall 2001. Maintenance Achievements One of the most visible accomplishments by the Service Center id the project for upgrading replacing all the City street signs with the newer, larger, more readable and durable signs at the major street intersections and larger, more attractive signs at regular intersections. Approximately 20% of the street signs on all city streets have been replaced with the newer 8/14/2002 Page 8 of 29 version and it is expected that over the next few years all major streets will have been changed over and a few years after that most residential areas will also be complete. The expansion of the Service Center has been completed resulting in greater storage space for materials (landscape, paving, equipment, etc.) as well as a completely redone yard with parking to accommodate all wheeled vehicles within the yard in a orderly fashion. The service center now has sufficient storage and operational capacity to continue to maintain all city facilities, including the newly annexed areas of Rancho Rinconada and Garden Gate. The City has now completed the complete replacement of all red and green lamps in the City's 55 traffic signals to Light Emitting Diode (LED) lamps. This has resulted in an annual electrical energy savings of approximately $50,000 and has increased the life of the lamps from about 1 year to almost 5 years. The total cost savings of this conversion is yet to be determined but once the yellow lamp conversion to LED lamps is completed over the next two years, it is expected that the total cost of electrical energy and replacement lamps for traffic signals will be less than 25% of the cost prior to the conversion. Sheriff's Department The City contracts with the County Sheriff for law enforcement. In addition to having access to a wide array of services, the City saves money by only paying for the services when it needs them. The Department preserves public safety by providing innovative and progressive services in partnership with the community. The principal mission of the Department is to protect life and property. In November of 2001, citizens of the Garden Gate Community voted to annex into the City. There was a moderate increase of approximately 350 billable law enforcement hours associated with this annexation. Criminal Activity In fiscal year 2001-02, the City experienced a 6% increase in crimes against persons (homicide, rape, assault, and robbery) compared to the same period last fiscal year. This increase reflects only five additional events city-wide. Property crimes (burglary, theft, and auto theft) showed a 5% overall increase, the majority of which was commercial and residential burglaries. Auto theft decreased by 14%. In response to these trends, we added additional patrol checks, conducted special surveillance operations, initiated special news alerts, and expanded the E-Cap system. During the year we arrested over 35 persons associated with burglaries in the West Valley area. 8/14/2002 Page 9 of 29 The following crime data is through June 25, 2002: Person Crimes 00-01 Ol -02 Change Percent Difference Homicide 1 0 (-1) (-100%) Rape 2 4 +2 +100% Assault 60 66 +6 +10% Robbery 1__~7 1__~5 (-2) (-12%) TOTALS 80 85 +5 +6% Property Crimes 00-01 01-02 Change Percent Difference Burglary 455 516 +61 +13% Theft 626 625 (-1) (-0%) Auto Theft 4._~2 3__~6 (-6) (-14%) TOTALS 1123 1177 +54 +5% Traffic During thc year, there were 1,041 traffic accidents, an increase of 116 from the previous year. There were no fatal accidents, and injury accidents decreased by 9%. There was no change in bicycle accidents and no reported pedestrian accidents, reflecting a decrease of 29%. Traffic Collisions 00-01 01-02 Change Percent Difference Fatal 1 1 +0 n/c Injury 176 160 (-16) (-9%) Property Damage 748 880 +132 +18% TOTALS 925 1,041 +116 +13% 2 0 (-2) (-100%) 5 5 +0 n/c 7 5 (-2) (-29%) Pedestrian Involved Accident Bicycle Involved Accident TOTALS Traffic Citations Issued Moving Citations Non-moving Citations Courtesy Citations TOTALS 00-01 01-02 Change Percent Difference 7734 6477 (-1257) (-16%) 4854 4798 (-56) (-1%) 3674 3316 (-358) (-10%) 16,262 14,591 (-1671) (-10%) 8/14/2002 Page 10 of 29 Response Times The Sheriff's Office responded to 13,063 calls for service as of the end of May 2002. The following chart shows response times for the fiscal year 2001-02 compared to fiscal year. Response times include the time taken on the phone with dispatcher prior to dispatching a deputy in the field. Our goal is five minutes for Priority 1, nine minutes for Priority 2, and 20 minutes for Priority 3 calls. Response Times 00-01 # of Calls 01-02 # of Calls Priority 1 5.28 144 5.93 92 Priority 2 9.25 8235 9.34 6966 Priority 3 19.7 6238 19.36 6005 Overall 11.41 14,617 11.54 13,063 *Note: FY 01-02 is not inclusive of June 2002 Other Activities The tragic events of September 11, 2001 brought many changes to the Department and the community. The Sheriff's Office is an active participant in the Federal Joint Terrorism Task Force working actively with federal, state and local agencies to insure the safety of our community. In the continuing efforts to insure the safety of our citizens, the Department provided additional training and purchased specialized equipment to improve the Incident Command System, and disaster preparedness. The Department's new helicopter for search and rescue, patrol functions, and traffic monitoring. It is scheduled for delivery in late September or early October 2002. Department Improvements/Programs In fiscal year 2001-02, the Department hosted the First Child Safety Fair in cooperation with Vallco Village, the Cupertino Kiwanis, Cupertino Rotary and numerous other public and volunteer organizations. Over 100 child cai' seats were inspected, 15 child car seats replaced free of charge, 100 bicycle helmets given away, and numerous gunlocks distributed. During the last twelve months, the neighborhood Watch Program in Cupertino saw its highest year of participation since 1991 with 29 neighborhood watch meetings held in the City. Five hundred and forty two residents representing ninety-six residential streets participated. Of those streets who attended, 65% were new to the program and had never held a neighborhood watch meeting. A Neighborhood Watch Coordinator was instrumental in apprehending a suspect and was honored at a City Council meeting for her participation. 8/14/2002 Page 11 of 29 Community, Resource Program This year saw the inception of the e-mail Community Alert System (eCap) which has grown to over 700 subscribers. Detectives developed numerous leads from citizens that assisted in apprehending suspects. Arrests based on tips from this program have been made for vandalism, tagging and several burglaries. School Resource Officers continued their involvement in youth programs aimed at education, prevention and intervention. The School Resource Officers organized and coordinated the "Every 15 Minutes" youth drank driving prevention program at Homestead High School in conjunction with California Highway Patrol, the fire department, AMR and the High School District. In addition, they participated in and organized the Youth Court Program, Teen Academy, Cupertino Youth Conference, Sheriff's Summer Camp, and numerous "Stranger Danger," and youth violence prevention seminars. School Resource Officers also worked closely with school officials in offering assistance, guidance and intervention as needed. The Community Services Division hosted D.A.R.E. Programs, in eight schools for 604 children. Students were provided with information and tools to help prevent drag and alcohol abuse as well as violence prevention as they move into junior high. Work has continued on the school site survey. In July, the Califomia Office of Emergency Services awarded the department the Gold Award for this project. DeAnza College has nearly completed its version of the CD-Rom inventory which assists emergency personnel in responding to disasters and emergencies on school campuses. Library The Cupertino Library is a member of the Santa Clara County (SCC) Library system. The City supplements the system's budget by $268,000 for 13 additional hours of operation. From July 1, 2001 through June 30, 2002 Cupertino Library check out 2,056,881 items to the community, an average of 624 items per hour. There were 630,698 visits to the library during that same time. This is a 21% increase in circulation over last fiscal year, when 1,693,807 items were checked out (from July 1, 2000 through June 30, 2001), an average of 509 items per hour, and there were 540,983 visits to the library. In January, 2002, the library installed three new automated checkout machines, of which one was purchased by the Friends of the Library. These machines have checked out an average of 26,620 items per month, the highest automated checkout volume in the Library system. The library also participated in an exchange program of books and artwork with our sister city this year. 8/14/2002 Page 12 of 29 Neighborhood Programs During the year, we significantly expanded our neighborhood programs in an effort to build community, maintain harmony, and improve public safety. Block Leaders A block leader program was established in February 2002, in large part due to the many Fall Congress participants who wished to help the city communicate with its residents. Twenty-nine residents have since participated in the two training programs offered by the city. Block leader training included overviews of the Neighborhood Watch, Emergency Preparedness, and block party programs, as well as coaching f~om experienced Cupertino block leaders on how to meet and develop relationships with neighbors. The Department plans to expand the block leader program and to prepare a block leader "how-to" guide. Block Parties The Department continued the Block Party program, in which residential streets are closed for neighborhood parties and activities so residents can get to know and work together. This free service to residents provides city liability insurance, parks and recreation leaders to lead games, and coordination of appearances by police and fire units. The city logged 12 block parties this year. International Film & Concert Series "Cinema at Sundown" was established to bring together people of all cultures and backgrounds. This free three-day event featured one international film and performance group on three consecutive Thursday nights at Memorial Park Amphitheater. Co-coordinated with the Parks and Recreation Department, the series attracted about 300 people on each of the three days. Community Congress The Community Congress (open forum) held in October, provided an additional opportunity for residents to identify and prioritize issues. About 120 community members gathered at the fifth annual town meeting to talk about their concerns. Participants identified five main topics: housing, traffic, youth, systemic decision-making and communication, then worked in self- selected groups to brainstorm next steps and solutions of the five issues. A second Congress was added in May to discuss and gather input on policy directions for the General Plan. About 200 residents and community members participated in discussions at the event co-coordinated with the Planning Department. 8/14/2002 Page 13 of 29 Community Development Department The Community Development Department is responsible for all current and advanced planning and development related activities of the CiW. The current planning function reviews all development applications. The long-range planning function prepares the City's General Plan and plans for special planning areas such as Heart of thc City and Monta Vista. The department also performs Redevelopment Agency and Economic Development functions and prepares the City's Community Development Block Grant Program. The department provides inspection and plan check services for all building permits and issues those permits upon compliance with building codes and local approvals and ordinances. Department staff provide daily front counter, telephone and Interact coverage for direct business questions and general information services. The Community Development Department also assisted other department development on projects including the Library, Community Room and Civic Plaza, the Sports Center, thc Bicycle and Pedestrian Guidelines and environmental review for the trails master plans and the Capital Improvement Program. The Department also staffs support for the City Council and the Planning Cormnission, Design Review Committee, Housing Commission, Environmental Review Committee, and Economic Development Committee. Current Planning/Development Review The number of applications decreased from 135 last year to 100 applications this year. Many of the more complex projects have gone through several study sessions or several rounds of development approval including the HP Corporate Campus, Canyon Heights Academy, Town Center/Civic Park and the CCS Housing Project. The Planning Division continues to incorporate walk-ability (trails, paths, public access) into all development projects. The current planning function also assists with zoning code enforcement for illegal uses or failure to comply with conditions of approval. The Planning Division worked on the following complex/controversial projects: · Villa Serra · Hewlett Packard (formerly Compaq) Corporate Campus · Canyon Heights Academy · Verona Apartments (Plan Check and inspection) · Cypress Hotel and Helios Restaurant (Plan Check and inspection) · Biltmore Apartments (Plan Check and inspection) · Glenview Congregate care facility · CCS 24 unit affordable project · Town Center/Civic Park · Astoria 46 Townhomes on Imperial Avenue in Monta Vista · Tra Vigne 56 Townhomes and Commercial/Office building on Blaney Avenue and Stevens Creek Boulevard · Stanley Wong 8 Townhomes on Stelling Road 8/14/2002 Page 14 of 29 · Mark Roberts 8 Townhomes on Rodrigues Avenue · De Anza College EIR review and comments · Juniper Networks EIR review and comments · Gary Schmidt vehicle storage · Capital Improvement Program Environmental Review Advanced Planning While the major focus of the Advanced Planning program has been the General Plan Update, the Planning Division also worked on other long range planning projects listed below. General Plan Update: · Held several Commission. GP study sessions with the City Council and Planning · Held community meeting in July 2001 · Introduced GP Update to the Business Community · Held numerous study sessions with the Planning Commission to discuss GP draft policies · Introduced the GP update to the following boards and commissions: o Parks and Recreation Commission o Housing Committee o Economic Development Committee o Bicycle and Pedestrian Advisory Committee o Fine Arts Commission · Conducted Community Congress in May 2002 devoted to the General Plan · Prepared drafts of the General Plan Update and expects to begin review of the administrative draft in summer/fall 2002. Housing Element Update Policy 2-80 deletion relating to Quasi-Public uses Completed the Garden Gate Annexation Downtown Village Plan (50%) complete Housing Programs The Planning Division following: focused on several important housing related programs including the · Housing Element (Approved by State HCD in the first round) · Community Development Block Grant (CDBG) 2002/2003 Program Year · Implementation of the 2001/2002 Program · Review of Below Market Rate Criteria 8/14/2002 Page 15 of 29 CCS 24 unit affordable project funding Community Development Block Grant (CDBG) Program change from the Urban County Program to an Entitlement City Redevelopment Program Planning Division staff assisted in resolving the BALA lawsuit and redevelopment of Vallco Fashion Park. The Planning Division worked with Redevelopment Agency attorney and the City Attorney to negotiate settlement of the Bay Area Legal Aid Lawsuit. The staff also worked through several development options with the Jacob's Group. Building Division While the level of activity in the Building Division declined from the prior year, the projects this past year are far more complex. · Staff processed and plan checked 240 building permit applications compared to 264 in 2000/01. · They conducted 12,300 building inspections in 2001/02 compared to 12,700 in 2000/01. · Building valuation equaled $84,200,000 in FY 01/02 up from 81,700,000 in FY 00/01 · Obtained · Provided · Provided · Attended Module) · Provided · Provided Administrative Services The Administrative Services Division processes all of the building and planning permits and staffs the front counter and telephones. In addition to day-to-day activities the Administrative Services staff worked on the following special projects: · Development Activity Report · Building Permit, Inspection and Valuation Statistics · Assisted with organizing and preparing of materials for the Community Congress · Prepared 2002/03 budget · Monitored and implemented the 2001/02 budget expenditures · Enhanced the Building Department Computer tracking system (Encompass) Palm Pilots for the Building Inspectors to record Building Inspection results a new microfiche reader for customer use in downstairs lobby counter person training for four employees 2-day training seminar for Building Computer system (Pentamation-Encompass Public Information services for Planning and Building Divisions a dedicated Building Inspector and Administrative Clerk for the building counter to enhance customer service (both employees also speak Mandarin) 8/14/2002 Page 16 of 29 Public Information Office The Public Information Office is responsible for planning and implementing a comprehensive internal and external communications program for the City of Cupertino. Overview In the spring of 2001, the Cupertino Community Congress identified communications as one of five areas of concern for city residents. Since this time Public Information staff have been working on a strategic reassessment and evaluation of city communications. Priority projects during this past year have provided the city with greater abilities to communicate with, and to serve the public. Enhanced coordination, higher standards and more effective and targeted means of communication with city residents will continue to be a high priority for the next few years. Review of Past Year's Activities and Accomplishments · Special Events and Conferences The PIO worked closely with sister city commissions and community organizations on several high-profile community events including, the Moon Festival, Cupertino Cares (9/11 memorial), the Cornerstone Conference, Cops and Teens, the Energy Summit and the Garden Gate Welcoming event. These special events were coordinated in addition to regular city outreach and educational events that include, SWING Week, CREST, and extensive election coverage. · News DuJour The city has created a reading, clipping and translation service that has proven to be an important resource for community leaders and policymakers. Councilmembers, college presidents, district superintendents, city commissioners and members of the media and public subscribe to News DuJour. Other significant firsts for language services at community meetings were also implemented. · Web Casting Working toward better integration and utilization of city resources, City Channel staff implemented web streaming in January of this year. This service has improved public access to civic information and has become an accessible and rigorous means of documentation. · Expanded coverage of city meetings and events The City Channel covered almost every significant public city meeting including added coverage of commissions and special city and community events. 40 percent of Cupertino residents have watched the City Channel. · Cupertino Scene Improvements have been, and will continue to be made on the Cupertino Scene. Our surveys confirm that this publication remains the single most important source of city information for the community. · Communications Audit The first-ever communications audit of the city was completed 8/14/2002 Page 17 of 29 Other Accomplishments Other projects have involved on-going efforts to structure and set citywide communications standards, AT&T franchise negotiations and a new wireless services master plan. Staff in this department have also have been responsible for telecommunications educational grants, and the city's Human Services Grants programs. Administrative Services Department The Administrative Services Department is comprised of several divisions including Finance, Treasury, Human Resources, City Clerk, Code Enforcement, Information Technology, Emergency Preparedness, Community Outreach and Economic Development. Administration On a routine basis, Administration oversees the entire department and performs the functions of treasury, economic development, outreach and special projects. These employees also provided staff support to the Library Commission, Economic Development Committee, Audit Committee, Leadership Cupertino Steering Committee, Fine Arts Commission and the Animal Control Technical Advisory Committee. Specific accomplishments this year included: · Re-organized the Finance division and recruited a new Finance Manager. · Re-organized the Code Enforcement division and supervised its operations. · Negotiated the 2002/03 employment contracts. · Analyzed and proposed alternatives for a Council Youth Internship Program. · Served on the We Value Youth task force. · Analyzed and proposed changes to the 3-year Sheriff contract. · Provided bi-monthly financial update reports to the City Council. · Implemented a building security plan subsequent to 9/11. · Proposed new revenue enhancements for the 2002/03 budget. · Initiated a teacher/senior housing matching program. · Proposed and implemented City financing/debt issuance for the CCS affordable housing project. · Participated in the CERT program. · Initiated the process for debt issuance/refinancing for the 5-year CIP projects. 8/14/2002 Page 18 of 29 Finance The Finance Division provides accurate and timely maintenance of all City financial records, collection, disbursement of all monies and payroll processing. It prepares all required Federal, State and other agency reports, prepares the budget and audit reports, and monitors the budget activities for both operational and capital budgets. Business licenses are also processed out of this section. Specific accomplishments this year include: · Processed over 8000 check requests, 1000 purchase order requests, and 5000 paychecks; prepared 3,500 business license renewals and processed over 750 new business license applications; approximately 700 false alarm invoices. · Implemented new internal controls within the department. · Started the GASB 34 process in conjunction with Campbell and Los Gatos including examination of our accounting structure, inventory and classification of infrastructure and applying new reporting standards. · Implemented the Redevelopment Agency accounting and provide all required State and audit reports. · Increased enforcement of business licenses through comparisons to other State business information and stricter exemption requirements. · Installed and tested the update for the Pentamation Fund Accounting System and modified the system to enhance the monitoring of City revenues. · Provided staff support for the audit committee. · Implemented detailed tracking of monthly TOT, UUT and franchise fees for trend analysis and Council updates. · Obtained GFOA's Award of Excellence for the City's budget and annual financial reports. · Enhanced staff training in the areas of payroll, 1099 processing, and System Administration; advanced cross-training efforts amongst accounting personnel. · Updated the Fixed Assets module of Pentamation; performed bi-annual inventory and verification of fixed assets accounts by department. · Assisted departments with both revenue projections and expenditure budgets through account and trend analyses. · Represented accounting needs and processes on E-Govemment Committee. · Assisted in developing of CIP data bases for use by Public Works. · Established additional controls for processing third party Workers' Compensation payments. Treasury This function is responsible for investing a $45 million dollar portfolio based on cash flow needs, the City's investment policy and State guidelines. This year we achieved a higher return on investment than the LAIF benchmark for 12 months, placed investment maturities to correspond with our cash flow needs for the upcoming library project, and completed all policy/investment reports required by State Law and our City ordinance on a timely basis. 8/14/2002 Page 19 of 29 Human Resources The Human Resources Division is responsible for the administration of a full range of services. Employee benefit and labor relations programs include personnel recruitment and selection, classification, compensation studies, labor negotiations, employee relations, training programs, benefit management, retirement processing and insurance administration and safety. Special accomplishments this year included: · Awarded the International Personnel Management Association's Agency Award for Excellence. The City was honored for implementing the best small agency personnel program in the United States. · Negotiated the 2002/03 employment contracts including analyzing and projecting costs of proposals, conducting county-wide total compensation surveys for 19 classifications, writing new and amended contract language, preparing amendments to the Personnel Code, Administrative Procedures and the Unrepresented Employees Compensation Program, and executed the labor agreements; · Expanded recruitment outreach efforts by using a broader range advertising media including minority recruitment publications, Bay Area professional organizations, and local colleges and universities. Updated job descriptions and recruitment brochures, and issued public service announcements for local media notifications. · Conducted 12 recruitments for full-time management, professional, clerical & maintenance positions and filled 97 part-time positions. · Developed job selection instruments, administered qualifications appraisal boards and written exams, and established eligible lists. Conducted new employee orientation and exit interviews. · Scheduled and monitored results of fingerprinted criminal history records checks, pre- employment medical evaluations, and TB testing. Successfully completed a state audit of internal processes for criminal history records checks. · Updated the personnel policies and procedures for compliance with state equal opportunity in employment laws. · Established quarterly reporting of new hires and a monthly monitoring system for temporary employee hours. · Established five new job classifications conducting job analysis, establishing minimum qualifications, preparing class specifications, and recommending appropriate salary ranges. · Updated, streamlined and automated the salary plan and internal salary surveys and developed an employee training database. · Conducted a training needs assessment and coordinated 19 BEST training classes providing training to 263 participants (doubling the average training class participation). · Negotiated a partnership with DeAnza College for expanded Best Programs at no cost. · Hosted two of five annual Bay Area Consortium training events. · Implemented major enhancements to deferred compensation programs and updated plan documents pursuant to IRS Code amendments. · Established an administrative procedure on Retiree Medical Benefits. 8/14/2002 Page 20 of 29 · Staged an employee health and benefits fair. · Automated PERS medical insurance enrollments. · Renegotiated and updated general liability, property, errors and omissions and earthquake insurance policies. · Processed 27 liability claims and established a monitoring system to ensure timely response to claims. · Issued RFP and awarded new contract for Workers Compensation administrators, resulting in reduced cost of excess insurance. Processed 31 workers compensation claims. · Completed a comprehensive appraisal of City property values. · Coordinated new risk management training with ABAG. · Staff liaison to the Safety Committee. · Chief Negotiator for labor management committees and Municipal Employee Relations Officer resolving grievances, conducting investigations, and providing consultation on progressive discipline. Ci.ty Clerk The City Clerk keeps an accurate record of all City Council proceedings, maintains official copies of all city ordinances, administers oaths to City officials and is the custodian of the City seal. The Clerk's office also administers the local elections and Fair Political Practices Commission filings. Weekly duties include preparation, distribution and posting of a variety of agendas and minutes, writing and submitting legal ads, and processing Council action items including resolutions, ordinances, minutes, correspondence, maps, etc. The Clerk's Office responds to records requests, answers telephones for the Office and for City Hall reception, processes and distributes the in-house and postal mail, and provides much of the city's photocopying services. Additional specialized duties and projects are listed below. The City Clerk also staffs the Fine Arts Commission. · Processed 37 sets of agendas, packets, and minutes; 8 annexations; 219 resolutions; 14 ordinances; 83 legal ads; 30 claims; and 5 appeals. · Implemented the new Laserfiche Records Management sof~:ware, trained staff, developed templates, tested equipment, and modified software as necessary. · Scanned approximately 7,000 pages into the records management system, microfilmed 683 files and destroyed 737 files. · Responded to miscellaneous records requests by the public and other agencies two to four times per week in addition to several requests and/or subpoenas for voluminous records searches and reproduction (one about "red-light cameras" - 1,350 pages). · Prepared a detailed Administrative Record for the Bay Area Legal Aid/Vallco Redevelopment lawsuit that totaled 53 hours of staff time. The Administrative Record for a lawsuit by Gary Schmidt is underway, and will take approximately 30 hours. 8/14/2002 Page 21 of 29 · Managed elections for City Council vacancies and the Garden Gate annexation including staff reports, resolutions, detailed candidates' handbooks, candidate forms, deadline calendars and numerous meetings with prospective candidates and the press. · Collected and reviewed statements of economic interest, campaign disclosure statements, arguments, rebuttals, and other election-related documents. · Created an elections information page on the City's Web site that had information about candidates, political signs, registration and voting, platform statements and other election-related categories. · Major Fine Arts Commission projects included the Children's Tile Wall at Quinlan, Four Seasons Comer public art, community event information booths, a new brochure, proposed guidelines for the selection of public art and a call for art, review of submittals, and report to the City Council and the Parks and Recreation Commission. · Received and replied to, or forwarded to the appropriate department, approximately 50- 60 e-mails per day from the city web site. · Participated in the E-Government task force encompassing approximately 25-30 hours working on web site content, meeting with vendors and reviewing RFQs. · Recruited for all board and commission vacancies in January as well as 4 unscheduled vacancy recruitments. There were a total of 34 appointments made with the Teen Commission requiring additional attention. · Increased training in the areas of document imaging, Microsof~ Outlook/Laserfiche, Adobe Photoshop, elections, Fair Political Practices, emergency preparedness and prioritization. Participated in the CERT program. · Trained new staff in the areas of agenda development, legal deadlines, Brown Act requirements, and processing a variety of documents. · Participated in regularly scheduled meetings totaling about 180 hours. · Coordinated all items for the ballot measure for the extension of the Utility Users Tax. · Obtained Notary status for three members of the clerk's office. · Administered the website including review and maintenance of the home page, updating the calendar of events, writing announcements, and troubleshooting through 01/02. Code Enforcement This division enforces the municipal code, including parking enforcement, abandoned vehicles, health and safety violations and neighbor disputes. Staff also assists the Sheriff's Department by responding to non-emergency calls in lieu of sworn law enforcement personnel improving service and saving money. This staff also supports the Public Safety Commission. Specific accomplishments this year included: · Investigated and obtained compliance of 865 code violation cases. · Responded to 887 law enforcement calls for service totaling 418 hours; a savings to the City's law enforcement contract of $43,459.46 (418 hrs X $103.97/hr.) · Marked 141 abandoned vehicles, receiving reimbursement revenue from State AVASA fimds totaling $ 27,668. 8/14/2002 Page 22 of 29 · Issued 2, 482 parking citations. · Updated the Superior Court bail schedule for municipal code violations prosecuted through the court system. · Coordinated better working relationships with code, the building division and County Vector Control. · Updated and reorganized the code enforcement complaint database. · Cross-trained all officers for Public Safety Commission duties, issuance/renewals of bingo permits, and monthly processing of burglary false alarm appeals/billing operations. · Completed the Sheriff's Department Leadership Program (Gary Komahrens). · Completed and received the State of California P.O.S.T. (Police Officer Standards and Training) 832 certificate (Jeff Trybus). Information Technolo~ This division provides and manages citywide information technology. The IT Manager and her staff implement the City's Technology Master Plan, assist in training staff and troubleshoot information systems including thc web site, Finance and Building systems, thc Records Management system, Recreation Reservation systems, GIS data, Code Enforcement databases and the specific departmental MS Access databases. The focus of this year's projects was to streamline processes for both residents and employees of the City of Cupertino. With a more robust and restructured backbone to the City's computer network we are able to offer faster assistance to customers and finish projects more efficiently. Extending our network outside of City Hall allows staff to view email and even work from home. Due to development of a web team, we were able to determine a common goal for our web presence which led to a policy and offering more services online, such as: ability to register for community programs; live web cast of public meetings; online forms, and the planning phase for our E-government project, which will expand our accessibility to city residents via the web even after hours (phase 1 complete '02-'03 fiscal period). Specific accomplishments this year included: · Provided a mapping system for crime analysis. · Served as a project team member for the new community room facility. · Moved web site management in-house reducing outside consultant fees by $24,000/year and authored a new web site policy. · Assisted in implementing the Public Works CIP database project. · Coordinated and completed the LAN upgrade project including selecting hardware and generating contracts. · Facilitated the internal web site group and trained an on-site webmaster. · Installed the Code Enforcement database and assisted in vendor selection, the purchase and configuration of the hardware and software updates. 8/14/2002 Page 23 of 29 · Identified enhanced technical training for all City employees and negotiated off-site classes. Provided training on system upgrades for City employees. · Purchased and installed new personal computers for one-third of our workforce. · Installed the E-connect Web Server for the Parks and Recreation on-line registration system including site configuration, design of ASP page for site, re-configuration of our network to handle web traffic, security issues, payment transfer issues and testing of the site. · Upgraded the network with the replacement of 10Mb hubs with 100Mb switches and fiber installation for network backbone. · Installed and configured additional T1 line and Netcache device to accommodate network traffic and video streaming for the City Channel. · Provided Intemet Access to remote sites including BBF Golf Course and the PW Traffic Office. · Coordinated the E-Government project including defining the functions and features of the system with citywide input, RFP creation, vendor demonstrations, budget, vendor selection and implementation plan. · Identified, tested and installed remote access capabilities for city users including access from home. · Installed, configured and trained on Fax press software and hardware which provides faxing through the current e-mail system. · Installed a mail relay system to prevent outside hackers from using our e-mail system to send out SPAM. · Assisted in a needs assessment for BBF registration software customizations. · Installed the Finance Database Upgrade and Report Writer software and established a test database for the department. · Coordinated the Building Department Palm Pilot project including installation of software and training. · Assisted in the selection of a vendor for the Code Enforcement Data Ticket software. · Updated the GIS base map with additional information layers. Emergency Preparedness The mission of the division is to facilitate disaster readiness/preparedness of residents, employees, government, businesses, special districts and agencies within the city of Cupertino. This is done through public education, training, exercises and information exchange. Specific accomplishments this year include: · Completed the citywide Emergency Plan, which updates the City's 1990 Plan, and presented it to the Public Safety Commission. · Developed a citywide Communications Plan that includes vital information for contacting individuals and organizations during disasters. In addition, it standardizes all reporting forms. 8/14/2002 Page 24 of 29 · Expanded the Citizens Emergency Response Training (CERT) Program from two to four classes, training approximately 25 citizens per class. The city now has a total of 375 residents trained in CERT. · Authored and implemented three Kaleidoscope Programs, a youth CERT course for kids between the ages of 13-18, training over 60 youth. · Expanded Neighborhood Awareness Drills from one to four. · Participated in School Outreach Career Days for the three career days offered to our elementary/middle school students. · Formed and facilitated monthly Cupertino Union School District emergency preparedness meetings to heighten disaster preparedness efforts at our schools by coordinating parents, teachers and school administrators to proactively discuss and implement emergency plans, disaster drills, etc. · Coordinated a 5-year plan to purchase and install Arks throughout the city. These will accommodate emergency supply containers at strategic locations in the city. The first site has been identified at a local school and several service clubs have expressed interest in purchasing and stocking the ark. · Implemented a building-by-building evacuation plan that covers situational procedures, assigned responsibilities and accountability for all employees. · Participated on the Building Security Task Force whereby public versus private space has been designated and secured for employee safety. · Provided several EOC Drills to city employees including a county disaster drill surrounding the incident of a bombing at DeAnza College. · Authored and instructed the Terrorism course providing informational training for all city employees as well as major business and quasi-government groups in response to the 9/11 attack. · Marketed Disaster Preparedness by meeting with management from the Vallco Regional Mall, the Flint Center, Apple Computer, Sunnyview Convalescent, Senior Day Care Center, schools and churches and discussed their internal plans and trained employees in disaster preparedness. · Provided Disaster Preparedness Community Outreach through public presentations on a regular basis for our community festivals, new annexation of neighborhoods and our Health and Safety fairs. · Provided Disaster Preparedness Displays throughout the community to keep this important subject matter in view at public buildings such as the library, city hall, senior center and community center. In addition, has compiled a video library of preparedness information. · Published Monthly Tips through articles on preparedness to our citizens via the city's monthly newsletter, the Scene, and our website. · Informed administration and our Public Safety Commission on current events in the areas of Disaster Preparedness. · Participated with Quota Club and Toastmasters. 8/14/2002 Page 25 of 29 · Provides support for the Cupertino Amateur Radio Emergency System (CARES) group by participating in monthly meetings and emergency drills. In addition she has assisted in upgrading their mobile receiver unit and computers. · Updated all forms and modified phone lines and network connections in our Emergency Operations Center and conducted a joint exercise involving key players of the City and Santa Clara County. · Added training to the City's internal training program for SEMS/Emergency Preparedness/CPR and First Aid. · Held four neighborhood earthquake exercises and formed two new neighborhood disaster teams. Community Outreach Community Outreach consists of two leadership programs that the city offers in an effort to encourage more citizen involvement in government leadership roles. In addition, this area also includes ongoing contact with the Cupertino Community. Accomplishments include: · Completed the 2001/02 Leadership Cupertino (LC) and Tomorrows Leaders Today (TLT) programs. · Provided instruction in leadership skills, teambuilding and economic development for Leadership Cupertino. · Co-coordinated a "Kids at Risk" program for community service clubs in conjunction with our School Resource Officer and our Youth Probation Officer. · Spoke at local high schools on municipal government. · Planned an alumni breakfast to encourage continued participation of the graduates for Leadership Cupertino. · Participated in a joint venture project with local leadership programs and San Jose State University to offer additional leadership training to current and former LC participants. · Offered attendance in our BEST programs to LC participants to enhance their leadership training opportunities. Economic Development The Economic Development section is responsible for identifying and implementing programs specifically targeted to business retention, expansion and attraction. Specific accomplishments this year include: · Implemented timely reporting of sales tax information with our top 10 sales tax producers. · Coordinated presentations with our sales tax consultants and DeAnza College Expansion proposal. · Re-enacted a policy for personal contact with our top business leaders. · Issued congratulation notes for individual promotions within our business community. 8/14/2002 Page 26 of 29 City Attorney's Office The City Attorney's Office provides ongoing legal advice to the Council, the City's Redevelopment Agency, commissions, committees, and staff; conducts litigation involving the City; and enforces City ordinances. During the past year, the City Attorney's office has conducted the following litigation: Civil Litigation International Disposal Corporation vs. City of Cupertino A contract dispute with IDC led the City to withhold payment as an offset. This case has been referred to mediation; however, no settlement has been forthcoming. Trial setting is scheduled for September 2002. Leo Bianchi, et al. vs. City of Cupertino, et al. Mr. Bianchi claims that his properties in Inspiration Heights were damaged when the City allowed a neighboring property owner to make road improvements on San Jacinto Road. The City filed a Motion for Summary Adjudication which two of the three causes of action against the City were dismissed. Trial on the third cause of action (inverse condemnation) is set for trial in October 2002. Smith vs. Santa Clara Valley Land Company, et al. The City is a named defendant in this quiet title action in which plaintiff is attempting to obtain legal possession of a strip of land adjoining his property. The City filed the necessary pleadings to remove the City from the lawsuit since it has no interest in the strip of land in question. Schmidt vs. City of Cupertino Mr. Schmidt filed a petition for a Writ of Mandate to prevent the City from enforcing a City Council decision to deny him an extension of a use permit for vehicle storage. Trial in this matter will likely be held in October of 2002. Cupertino Citizens for Affordable Housing vs. City of Cupertino, et al. A group of citizens filed a Petition for Writ of Mandate contesting the validity of the City Council's and the City's Redevelopment Agency's joint determination to designate the Vallco Park areas as a Redevelopment Project area. The City Attomey's office associated specialized legal counsel to handle the pleadings; however, it was closely involved in overseeing the entire case which ultimately resulted in a settlement which allowed the City's Redevelopment Agency proceed. Paul Fong vs. Cupertino Community Services The City Council authorized the City of Cupertino to represent Cupertino Community Services with respect to a claim submitted by Paul Fong regarding CCS'S administration of the City's below market rate program. Mr. Fong did not press his claim and the matter was concluded in 2001. 8/14/2002 Page 27 of 29 Hoffman vs. City of Cupertino Mr. Hoffman filed a Writ of Mandate to force the City to enforce parking restrictions at Varian Park. The City prevailed at trial in 2001. Criminal Actions: City v. Colson This was a code enforcement action in which a citation was issued after several complaints for a barking dog. Defendant did not appear in court. A bench warrant was issued by the court. City v. Nomanbhoy An individual was cited for destruction of a protected specimen tree. Defendant was convicted. Paid fine and has applied to the City for the appropriate permits to complete remediation of the damage. City v. Xiao Wang A citation was issued for violation of the massage ordinance. A solicitation for prostitution took place at the site of defendant's acupuncture office. A reduced charge was offered when defendant closed his business in Cupertino. Defendant pled no contest and was fined. Case closed. City v. Xin Yi Wang A citation was issued for violation of the massage ordinance. Defendant did not appear in court. A bench warrant was issued. City v. Jinghua Liu. A citation was issued for violation of the massage ordinance. Defendant did not appear in court. A bench warrant was issued. City v. Lai Yam A citation was issued for violation of the massage ordinance. A reduced charge was offered when defendant expressed a wish to return to China. Case is pending. City v. Xing Wu A citation was issued for violation of the massage ordinance. No plea was entered. Case is pending. City v. Alburger An administrative hearing was held for the purpose of declaring a dog owned by Mr. Alburger potentially dangerous. No appeal was filed. Case closed. Abatements, Warrants and Enforcement Actions: 10200 Stern Avenue. An inspection warrant was issued by the court to enter the property and inspect for nuisance including trash, car parts, dog feces and rodents. The case is now pending. 10180 Empire Avenue. After several warnings a warrant was requested to enter the property to abate an inoperable vehicle. Owner removed the vehicle voluntarily. 19160 Cozette Lane. Owner was running a home occupation in a residential site with actually occupying the home. Owner has agreed to move to a commercial site. Case is pending. 8/14/2002 Page 28 of 29 7335 Bollinger Road (Villa Aroma). Following convictions by the District Attorneys Office for prostitution at a massage parlor at the site, the City Attorney's Office proposed a red light abatement action. The owner and the property owners voluntarily closed the business. City v. Epstein. Violation of tree ordinance. Owner voluntarily agreed to go through City to obtain appropriate permits. No citation issued. Permit granted. Case closed. City v. Abayneh. Violation of tree ordinance. City is currently working with owner to get compliance. No citation issued. The City Attorney's Office does not normally handle routine clams filed against the City under the Tort Claims Act. The City's Agreement with ABAG provides that all such claims be processed through its claims management service. The City Attorney's office has been continually involved in updating the City's Municipal Code as well as preparing and reviewing a myriad of agreements, ordinances, and resolutions and rendering both written and oral legal opinions on a variety of subjects. 8/14/2002 Page 29 of 29 CITY OF City I lall 10300 Torre Avenue Cupertino, California 95014 Phone (408) 777-3312 Fax (408) 777-3366 OFFICE OF TIlE CITY MANAGER SUMMARY AGENDA ITEM NUMBER l0 SU[I.I~'CT AND [q~lF. Application for Alcoholic Beverage License. liA CKc'~R OITND 1. Name of Business: Location: Type of Business: Type of License: Reason for Application: RF~COMMF, NDATION AGENDA DATE %/~ i~ ,20-02.. Oakmont Market 19944 Homestead Road Convenience Store Off-Sale Beer and Wine Person to Person Transfer There are no use permit restrictions or zoning restrictions which would prohibit this use, and staff has no objection to the issuance of the license. Prepared by: / Ciddy Wordell, City Planner Submitted by: David W. Knapp, City Manager G:planning/misc/oakmont Printed on Recycled Paper 16-1 Department of Alcoholic Beverage Control APPLICATION FOR ALCOHOLIC BEVERAGE LICENSE(S) ABC 211 (6/99) State of California TO: Department of Alcoholic Beverage Control 100 Pasco de San Antonio Room 119 San Jose. CA 95113 (408)277-1200 DISTRICT SERVING LOCATION: First Owner: Name of Business: Location of Business: County: Is premise inside city limits? Mailing Address: (If different from premises address) Type of license(s): 20 Transferor's license/name: File Number: 389912 Receipt Number: 1379027 Geographical Code: 4303 Copies Mailed Date: June 27, 2002 Issued Date: SAN JOSE NGUYEN TO THI OAKMONT MARKET. 19944 HOMESTEAD RD CUPERTINO, CA 95014 SANTA CLARA Yes 2056 ENSIGN WY SAN JOSE, CA 95133 311200 /CHONG TOM WI Census Tract 5081.01 Dropping Panner: Yes~ No License Type Transaction Type Fee Type Dup 20 OFF-SALE BEER AN[ PERSON TO PERSON TRANSF NA Y 0 20 OFF-SALE BEER AN[ ANNUAL FEE NA Y 0 30 TEMPORARY PERMI DUPLICATE NA N 1 20 OFF-SALE BEER AN[ STATE FINGERPRINTS NA N 2 Master D.a..t ¢ Fee 06/27/02 $50.00 06/27/02 $113.00 06/27/02 $100.00 06/27/02 $78.00 Total $341.00 Have you ever been convicted of a felony? No Have you ever violated any provisions of the Alcoholic Beverage Control Act, or regulations of the Department pertaining to the Act? No Explain any "Yes" answer to the above questions on an attachment which shall be deemed part of this application. Applicant agrees (a) that any manager employed in an on-sale licensed premise will have all the qualifications of a licensee, and (b) that he will not violate or cause or permit to be violated any of the provisions of the Alcoholic Beverage Control Act. STATE OF CALIFORNIA County of SANTA CLARA Date: June 27, 2002 Under penalty of perjury, each person whose signature appears below, certifies and says: (i) He is an applicant, or one of the applicants, or an executive officer of the applicant corporation, named in the foregoing application, duly authorized to make this application on its behalf; (2) that he has read the foregoing and knows the contents thereof and that each of the above statements therein made are true; (3) that no person other than the applicant or applicants has any direct or indirect interest in the applicant or applicant's business to be conducted under the license(s) for which this application is made; (4) that the transfer application or proposed transfer is not rcmd¢ to satisfy the payment of a loan or to fulfill an agreement entered into more than ninety (90) days preceding the day on which the transfer application is filed with the Department or to gain or establish a preference to or for any creditor or transferor or to defraud or injure any creditor of transferor; (5) that the transfer application may be withdrawn by either the applicant or the licensee with no resulting liability to the Department. Applicant Name(s) NGUYEN TO THI x~' TRA 9UAN G DUC _. Applicant Signature(s) CITY OF cu er t no City I lall 10300 Torre Avenue Cupertino, Calitbrnia 95014 Phone (408) 777-3312 Fax (408) 777-3366 OFFICE OF THE CITY MANAGIiR SUMMARY AGENDA ITEM NUMBER AGENDA DATE SUBJECT ANn Application for Alcoholic Beverage License. BACKGRCH~Nn Name of Business: Location: Type of Business: Type of License: Reason for Application: Loree Liquors 19050 Stevens Creek Boulevard Liquor Store Off Sale General Person to Person Transfer There are no use permit restrictions or zoning restrictions which would prohibit this use, and staff has no objection to the issuance of the license. Prepared by: Submitted by: Ciddy Wordell, City Planner David W. Knapp, City Manager G:planning/m isc/abcloree Printed on Recycled Paper lb'3 Department of Alcoholic Beverage Control APPLICATION FOR ALCOHOLIC BEVERAGE LICENSE(S) ABC 211 (6/(-)9) State oi' Calitbrnia TO: Department of Alcoholic Beverage 100 Paseo de San Antonio Room 119 San Jose. CA 95113 (408)277- I 200 DISTRICT SERVING LOCATION: First Owner: Name of Business: Location of Business: County: Is premise inside city limits'? Mailing Address: (If different from premises address) Type of license(s): 21 Transferor's license/name: Control File Number: 390067 Receipt Number: 1379751 Geographical Code: 4303 Copies Mailed Date: July 3, 2002 Issued Date: SAN JOSE KIM MYOUNG SUK LOREE LIQUORS 19050 STEVENS CREEK BLVD CUPERTINO, CA 95014 SANTA CLARA Yes Census Tract 5081.02 366352 /CHOI JOONG BO Dropping Partner: Yes__ No / License Type Transaction Type Fee Type Master Dup Date Fee 21 OFF-SALE GENERAL PERSON TO PERSON TRANSF NA Y 0 07/0 3/02 $1,274.00 21 OFF-SALE GENERAL ANNUAL FEE NA Y 0 0 7 l0 3 l0 2 $473.00 30 TEMPORARY PERM1 DUPLICATE NA N 1 0 7/0 3/0 2 $100.00 21 OFF-SALEGENERAL STATE FINGERPRINTS NA N 2 07/03/02 $78.00 Total $1,925.00 Have you ever been convicted of a felony? No Have you ever violated any provisions of the Alcoholic Beverage Control Act, or regulations of the Department pertaining to the Act'? No Explain any "Yes" answer to the above questions on an attachment which shall be deemed part of this application. Applicant agrees (a) that any manager employed in an on-sale licensed premise will have all the qualifications of a licensee, and (b) that he will not violate or cause or permit to be violated any of the provisions of the Alcoholic Beverage Control Act. STATE OF CALIFORNIA County of SANTA CLARA Date: July 3, 2002 Under penalty of perjury, each person whose signature appears below, certifies and says: (1) He is an applicant, or one of the applicants, or an executive officer of the applicant corporation, named in the foregoing application, duly authorized to make this application on its behalf; (2) that he has read the foregoing and knows the contents thereof and that each of the above statements therein made are true; (3) that no person other than the applicant or applicants has any direct or indirect interest in the applicant or applicant's business to be conducted under the license{s/ for which this application is made: 14) that the transfer application or proposed transfer is not made to satisfy the payment of a loan or to fulfill an agreement entered into more than ninety (901 days preceding the day on which the transfer application is filed with the Department or to gain or establish a preference to or for any creditor or transferor or to defraud or injure any creditor of transferor; (5) that the transfer application may be withdrawn by either the applicant or the licensee with no resulting liability to the Department. Applicant Name(s) KlM MYOUNG SUK KlM SUNG CHUL Applicant Signature(s) CITY OF cupertino City I lall 10300 Torr¢ Avenue Cupertino, Calilbrnia 95014 Phone (408) 777-3312 Fax (408~ 777-3366 OFFICE OF THE CITY MANAGER SUMMARY AGENDA ITEM NUMBER SUBJECT AND AGENDA DATE %t/~_~k ~ .gOO&. Application for Alcoholic Beverage License. Name of Business: Location: Type of Business: Type of License: Reason for Application: Peacock Lounge 19980 Homestead Road Cocktail Lounge On-Sale General for Public Premises Person to Person Transfer RI~.COM_MYNI~ 4 TION Them are no use permit restrictions or zoning restrictions which would prohibit this use, and staff has no objection to the issuance of the license. Prepared by: Submitted by: Ciddy eil, City Planner David--W Kr~app---, City Manager G:planning/m isc/peacock Printed on Recycled Paper {O Department of Alcoholic Beverage Control APPLICATION FOR ALCOHOLIC BEVERAGE LICENSE(S) ABC 211 (6/90) State or- Calitbrnia TO: Department of Alcoholic 100 Pasco de San Antonio Room 119 San Jose. CA 95113 (408)277- 1200 DISTRICT SERVING LOCATION: First Owner: Name of Business: Location of Business: County: Is premise inside city limits'? Mailing Address: (If different from premises address) Type of license(s): 48 Transferor's license/name: Beverage Control SAN JOSE KOS ENTERPRISES LLC PEACOCK LOUNGE 19980 HOMESTEAD RD CUPERTINO, CA 95014 SANTA CLARA Yes 187 S MURPHY AVE SUNNYVALE, CA 94086 305971 /VEGA JERRY W File Number: 389868 Receipt Number: 1378881 Geographical Code: 4303 Copies Mailed Date: June 26, 2002 Issued Date: Census Tract 5081.01 Dropping Partner: Yes~ No License Type Transaction Type Fee Type Master Dup 48 ON-SALE GENERAL ~ PERSON TO PERSON TRANSF P40 Y 0 48 ON-SALE GENERAL i ANNUAL FEE P40 Y 0 48 ON-SALE GENERAL i STATE FINGERPRINTS NA N I Date Fee 06/26/02 $1,250.00 06/26/02 $724.00 06/26/02 $39.00 Total $2,013.00 Have you ever been convicted of a felony? No Have you ever violated any provisions of the Alcoholic Beverage Control Act, or regulations of the Department pertaining to the Act'? No Explain any "Yes" answer to the above questions on an attachment which shall be deemed part of this application. Applicant agrees (a) that any manager employed in an on-sale licensed premise will have all the qualifications of a licensee, and (b) that he will not violate or cause or permit to be violated any of the provisions of the Alcoholic Beverage Control Act. STATE OF CALIFORNIA County of SANTA CLARA Date: June 26, 2002 Under penalty of perjury, each person whose signature appears below, certifies and says: (1) He is an applicant, or one of the applicants, or an executive officer of the applicant corporation, named in the foregoing application, duly authorized to make this application on its behalf; (2) that he has read the foregoing and knows the contents thereof and that each of the above statements therein made are true; (3) that no person other than the applicant or applicants has any direct or indirect interest in the applicant or applicant's business to be conducted under the license(s) for which this application is made: t4~ that the transfer application or proposed transfer is not made to satisfy the payment of a loan or to fulfill an agreement entered into more than ninety (90) days preceding the day on which the transfer application is filed with the Department or to gain or establish a preference to or for any creditor or transferor or to defraud or injure any creditor of transferor; (5) that the transfer application may be withdrawn by either the applicant or the licensee with no resulting liability to the Department. Applicant Name(s) KOS ENTERPRISES LLC Applicant. Signature(s) ,-- .... CITY OF CUPEKTINO City Hall 10300 Torrc Avenue Cupertino, Calilbrnia 95014 Phone (408) 777-3312 Fax (408) 777-3366 OFFICE OF THE CITY MANAGI~R SUMMARY AGENDA ITEM NUMBER ID SUBJECT ANt} I~,qUF. Application for Alcoholic Beverage License. BACKGROUND 1. Name of Business: Location: Type of Business: Type of License: Reason for Application: _RECC}_MMFNDATION AGENDA DATE (No name listed) 20956 Homestead Rd., Suite A 1 Restaurant On-Sale Beer and Wine for Bona Fide Public Eating Place Person to Person Transfer There are no use permit restrictions or zoning restrictions which would prohibit this use, and staff has no objection to the issuance of the license. Prepared by: Submitted by: David W. Knapp, City Manager G:planning/misc/yong /0 7 Printed on Recycled Paper Department of Alcoholic Beverage Control APPLICATION FOR ALCOHOLIC BlgVlgRAGIg LICIgNgIg(g) ABC 211 (6/99) State of California TO: Department of Alcoholic Beverage Control I00 Paseo de San Antonio Room 119 San Jose, CA 95113 (408)277-1200 DISTRICT SERVING LOCATION: First Owner: Name of Business: L6cation of Business: County: Is premise inside city limits? Mailing Address: (If different from premises address) Type of license(s): 41 Transferor's license/name: SAN JOSE KIM SE YONG File Number: 390010 Receipt Number: 1379546 Geographical Code: 4303 Copies Mailed Date: July 2, 2002 Issued Date: 20956 HOMESTEAD RD STE A1 CUPERTINO, CA 95014 SANTA CLARA Yes Census Tract 5078.06 340915 / MANGEYN ISAAI~ Dropping Partner: Yes License Type Transaction Type Fee Type Master Dup 41 ON-SALE BEER AND PERSON TO PERSONTRANSF NA Y 0 41 ON-SALE BEER AND ANNUALFEE NA Y 0 41 ON-SALE BEER AND STATE FINGERPRINTS NA N 2 41 ON-SALE BEER AND FEDERAL FINGERPRINTS NA N 2 Date Fee 07/02/02 $150.00 07/02/02 $248.00 07/02/02 $78.00 07/02/02 $48.00 Total $524.00 Have you ever been convicted of a felony? No Have you ever violated any provisions of the Alcoholic Beverage Control Act, or regulations of the Department pertaining to the Act? No Explain any "Yes" answer to the above questions on an attachment which shall be deemed part of this application. Applicant agrees (a) that any manager employed in an on-sale licensed premise will have all the qualifications of a licensee, and (b) that he will not violate or cause or permit to be violated any of the provisions of the Alcoholic Beverage Control 3ct. STATE OF CALIFORNIA County of SANTA CLARA Date: July 2, 2002 Under penalty of perjury, each person whose signature appears below, certifies and says: (1) He is an applicant, or one of the applicants, or an executive officer of the applicant corporation, named in the foregoing application, duly authorized to make this application on its behalf; (2) that he has read the foregoing and knows the contents thereof and that each of the above statements therein made are true; (3) that no person other than the applicant or applicants has any direct or indirect interest in the applicant or applicant's business to be conducted under the license(s) for which this application is made: (4) that the transfer application or proposed transfer is not made to satisfy the payment of a loan or to fulfill an , agreement entered into more than ninety (90) days preceding the day on which the transfer application is filed with the Department or to gain or establish a preference to or for any creditor or transferor or to defraud or injure any creditor of transferor; (5) that the transfer application may be withdrawn by either the applicant or the licensee with no resulting liability to the Department. Applicant Name(s) KlM SE YONG KIM SOON MOO Applicant Signature(s) RESOLUTION NO. 02-146 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO SETTING DATE FOR CONSIDERATION OF REORGANIZATION OF AREA DESIGNATED "SAN FERNANDO AVENUE 02-02", PROPERTY LOCATED ON THE NORTH SIDE OF SAN FERNANDO AVENUE BETWEEN ORANGE AVENUE AND BYRNE AVENUE; APPROXIMATELY 0.228 ACRE, LIU AND CHEN (APN 357-15-039) WHEREAS, the City Council of the City of Cupertino has received a request for annexation of territory designated "San Femando Avenue 02-02" from property owners, Chao-Yue Liu and Daphne W. Chen; and WHEREAS, the property, 0.228+ acre on the north side of San Femando Avenue between Orange Avenue and Byme Avenue (APN 357-15-039) is contiguous to the City of Cupertino and is within its urban service area; and WHEREAS, annexation would provide for use of City services; and WHEREAS, this territory is uninhabited and was prezoned on May 21, 1984, to City of Cupertino Pre R1-7.5 zone; and WHEREAS, the City of Cupertino, as Lead Agency for environmental review completed an initial study and granted a Negative Declaration for annexation; and WHEREAS, the County Surveyor of Santa Clara county has found the map and description (Exhibits "A" and "B") to be in accordance with Government Code Section 56826, the boundaries to be definite and certain, and the proposal to be in compliance with LAFCO's road annexation policies; and WHEREAS, the fee set by the County of Santa Clara to cover staff cost for above certification has been paid; and WHEREAS, as provided in Government Code Section 56826 the City Council of the City of Cupertino shall be conducting authority for a reorganization including an annexation to the City; and WHEREAS, Government Code Section 56837 provides that if a petition for annexation is signed by all owners of land within the affected territory the City Council may approve or disapprove the annexation without public hearing; I1-1 Resolution No. 02-146 Page 2 NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Cupertino hereby initiates annexation proceedings and will consider annexation of the territory designated "San Fernando Avenue 02-02" and detachment from the Santa Clara County Lighting Service District at their regular meeting of September 16, 2002. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August 2002, by the following vote: Vote Members of the Ci_ty Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino County of Santa Clara Environmental Resources Agency Building Inspection/Land Development Engineering and Surveying County Government Center, East Wing 70 West Hedding Street. 7th Floor San Jose, Califomia 951 I 0 Bldg. Inspec. (408) 299-5700 Land Devel. 299-5730 FAX 279-8537 v~,~v.sccbullding, org July 10, 2002 Kim Smith, City Clerk City of Cupertino 10300 Torre Avenue Cupertino, CA 95014-3255 The attached map and description dated May 23, 2002 of territory proposed for annexation to the City of Cupertino entitled SAN FERNANDO AVENUE 02-02 is in accordance with Government Code Section 56757 (b) (2). The boundaries of said territory are definite and certain. The proposal is in compliance with the Local Agency Formation Commission's road annexation policies. Martin D. Marcott County Surveyor Attachment cc: LAFCO Executive Director (w/attachment) Board of Supervisors: Donald E Gage. Blanca Alvarado. Pete McHugh. James T. Beall. Jr.. Liz Kniss County Executive: Richard Wittenberg EXHIBIT "A" ANNEXATION TO THE CITY OF ENT I TLED: SAN FERNANDO AVE. CUPERTINO, CA. 02-02 Ail that certain real property situated in the unincorporated area of the County of Santa Clara, State of California, being the East 50 feet of Section 111 of "Map of Subdivision 'A' Monta Vista", recorded on April 11, 1917 in Book (Volume) "P" of Maps at page 20, Santa Clara County Records described as follows: Beginning at the Northeast corner of said Section 111, said point also beinG the most Northwesterly corner of that certain annexation to the City of Cupertino entitled "San Fernando Ave. 81-0~";. Thence along the line common to said annexation and the Easterly line of said Section, South 198.42 feet to the Northerly line of San Fernando Avenue, 40 feet wide, said point also beinG the most Northeasterly corner of that certain annexation to said City entitled "San Fernando Ave. 88-07"; Thence along said Northerly line of San Fernando Avenue and the Northerly line of said annexation, West 50.00 feet; Thence leavinG said lines and alonG the Westerly line of the East 50.00 feet of said Section 111, North 198.42 feet to the interesection thereof with the Southerly line of that certain annexation to said City entitled "Almaden Ave. 89-11"; Thence along said Southerly line also being the Northerly line of said Section, East 5.85 feet to the Southeasterly corner of said annexation; Thence continue alonG said Northerly line, East 44.15 feet to the point of beginninG; ContaininG 0.228 of an acre, more or less. Date: May 23, 2002 APN: 357-15-039 Address: 21831 San Fernando Ave., Cupertino, CA 5AI4 .. 50.00 ~0o..5 0 LE~EKID AVE. I E,/,H I I~ I T "B," PRORO.SED ANNE:XA-I-~O kl To Tile CITY OF CU?ER-I'lkIC) EM'TiTLED: ,,. SCALE: I"= ~'o' MAY2~20021 CUPEPxTINO City Hall 10300 Torre Avenue Cupertino, CA 95014-3255 Telephone: (408) 777-3213 FAX: (408) 777-3109 DEPARTMENT OF ADMINISTRATIVE SERVICES Agenda Item No. / oqo SUBJECT AND ISSUE SUMMARY DIVISION OF HUMAN RESOURCES Meeting Date: August 19, 2002 Adopt a Resolution of Intention amending the City of Cupertino's contract with the California Public Employees' Retirement System (CalPERS) to enhance the 1959 Survivor Benefit. BACKGROUND The City of Cupertino does not belong to the Social Security system. Survivor benefits available through social security are provided by CalPERS and are known as the "1959 Survivor Benefit." During recent contract negotiations, the City agreed to enhance survivor benefits from the indexed level to the fourth level. Resulting benefit enhancements are illustrated in the table below: Benefit Level One Survivor Two Survivors Three or More Survivors Indexed Level $500 $1,000 $1,500 Enhanced Level 4 $950 $1,900 $2,280 FISCAL IMPACT The employer cost for the recommended benefit enhancement is set for the next five years at $5.00 per month per active employee (approximately $9,400 atmually). The employee cost for the next five years is set at the existing rate of $2.00 per month ($0.93 per pay period). RECOMMENDATION Staff recommends City Council approval of the Resolution 02- I ~/-I to provide fourth level 1959 Survivor Benefits. Submitted by: J~'~c~ c~-~ Sandy Abe Human Resources Manager Approved for submission: D~vid W. Knapp City Manager I~-I Printed on Recycled Paper DRAFT RESOLUTION NO. 02-147 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO TO APPROVE AN AMENDMENT TO THE CONTRACT BETWEEN THE BOARD OF ADMINISTRATION, CALIFORNIA PUBLIC EMPLOYEES' RETIREMENT SYSTEM AND THE CITY COUNCIL OF THE CITY OF CUPERTINO WHEREAS, the Public Employees' Retirement Law permits the participation of public agencies and their employees in the Public Employees' Retirement System by the execution of a contract, and sets forth the procedure by which said public agencies may elect to subject themselves and their employees to amendments to said Law; and WHEREAS, one of the steps in the procedures to amend this contract is the adoption by the governing body of the public agency of a resolution giving notice of its intention to approve an amendment to said contract, which resolution shall contain a summary of the change proposed in said contract; and WHEREAS, the following is a statement of the proposed change: To provide Section 21574 (Fourth Level of 1959 Survivor Benefits) and Section 21583 (Additional Opportunity to Elect 1959 Survivor Benefits) for local miscellaneous members. NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Cupertino does hereby give notice of intention to approve an amendment to the contract between the City of Cupertino and the Board of Administration of the Public Employees' Retirement System, a copy of said amendment being attached hereto, as an "Exhibit" and by this reference made a part hereof. PASSED AND ADOPTED at a regular City Council meeting of the City of Cupertino this 19th day of August, 2002 by the following vote: VOTE AYES: NOES: ABSENT: ABSTAIN: MEMBERS OF THE CITY COUNCIL ATTEST: APPROVED: City Clerk Mayor, City of Cupertino CalPERS EXHIBIT California Public Employees' Retirement System AMENDMENT TO CONTRACT Between the Board of Administration California Public Employees' Retirement SYstem and the city Council ~ City of Cupertino The Board of Administration, California Public Employees' Retirement System, hereinafter referred to as Board, and the governing body of the above public agency, hereinafter referred to as Public Agency, having entered into a contract effective August 16, 1967, and witnessed July 10, 1967, and as amended effective June 1, 1973, March 1, 1974, December 22, 1976, December 18, 1978, June 17, 1981, December 30, 1981, September 19, 1991, January 7, 1993, March 9, 2000, June 2, 2000 and' February 16, 2001 which 15rovides for parti6ipation of PuNic Agency in said System, Board and Public Agency hereby agree as follows: Paragraphs 1 through 13 are hereby stricken from said contract as executed effective February 16, 2001, and hereby replaced by the following paragraphs numbered 1 through 13 inclusive: All words and terms used herein which are defined' in the Public Employees' Retirement Law shall have the meaning as defined therein unless otherwise specifically provided. "Normal retirement age" shall mean age 55 for local miscellaneous members and age 55 for local safety members. L ASE DO NOT SIGN "EXHIBIT Public Agency shall participate in the Public Employees' Retirement System from and after August 16, 1967 making its employees as hereinafter' provided, members of said System subject to all proviSions of the Public Employees' Retirement Law except such as apply only on election of a contracting agency and are not provided for herein and to all amendments to said Law hereafter enacted except those, which by express provisions thereof, apply Only on the election of a contracting agency. Employees of Public Agency in the following classes shall become members of said Retirement System except such in each such class as are' excluded by law or this agreement: a. Local Fire Fighters (herein referred to as local safety members); b. Local Police Officers (herein referred to as local safety members)' Employees other than local safety members (herein referred to as local miscellaneous members). In addition to the classes of employees excluded from membership by said Retirement Law, the folloWing classes of employees shall not become members of said Retirement System: NO ADDITIONAL EXCLUSIONS After March 1, 1974 and prior to January 1, 1975, those members who were hired by Public Agency on a temporary and/or seasonal basis not to exceed 6 months were excluded from PERS membership by contract. Government Code Section 20305 supersedes this contract provision by providing that any such temporary and/or seasonal employees are excluded from PERS membership subsequent to January 1, 1975. The percentage of final compensation to be provided for each year of credited prior and current service for local miscellaneous members shall be determined in accordance with Section 21354 of said Retirement Law, subject to the reduction provided therein for service on and after December 31, 198!, the effective date of Social Security coverage, for members whoSe service has been included in Federal Social Security (2.5% at age 55 Full and Modified-). The percentage of final compensation to be provided for each year of oredited prior and current service as a local safety member shall be determined in accordance with SectiOn 21366 of said Retirement Law subject to the reduction provided therein for Federal Social Security (One- half pay at age 55 Modified). Public Agency elected and elects to be subject to the following optional provisions: Section 21222.1 (One-Time miscellaneous members only. effective January 1, 1980. 5% Increase - 1970) for local' Legislation repealed said Section bo Section 20965 (Credit for Unused Sick Leave) for local miscellaneous members only. Section 20614, Statutes of 1978, (Reduction of Normal Member Contribution Rate). From December 18, 1978 and until June 17, 1981, the normal local miscellaneous member contribution rate shall be 3.500%. Legislation repealed said Section effective September 29, 1980. Section 20690, Statutes of 1980, (To Prospectively Revoke Section 20614, Statutes of 1978) for local miscellaneous members only. Section 20042 (One-Year Final Compensation) for local miscellaneous members only. Section 21024 (Military Service Credit as Public Service), Statutes of 1976 for local miscellaneous members only. Section 21023.5 (Public Service Credit for Peace Corps or AmeriCorps: VISTA Service) for local miscellaneous members only. ho Section 21574 (Fourth Level of 1959 Survivor Benefits) for local miscellaneous members only. Section 21583 (Additional Opportunity to Elect 1959 Survivor Benefits) for local miscellaneous members only. 10. 11. 12. Public Agency, in accordance with Government Code Section 20790, ceased to be an "employer" for purposes of Section 20834 effective on December 22, 1976. Accumulated contributions of Public Agency shall be fixed and determined as provided in Government Code Section 20834, and accumulated contributions thereafter shall be held by the Board as provided in Government Code Section 20834. Public Agency shall contribute to said Retirement System the contributions determined by actuarial valuations of prior and future service liability with respect to local miscellaneous members and local safety members of said Retirement System. Public Agency shall also contribute to said Retirement System as follows: Contributions required per covered member on account of the 1959 Survivor Benefits provided under Section 21574 of said Retirement Law. (Subject to annual change.) In addition, all assets and liabilities of Public Agency and its employees shall be pooled in a single account, based on term insurance rates, for survivors of all local miscellaneous members. A reasonable amount, as fixed by the Board, payable in one installment within 60 days of date of contract to cover the costs of administering said System as it affects the employees of Public Agency, not including the costs of special valuations or of the periodic investigation and valuations required by law. A reasonable amount, as fixed by the Board, payable in one installment as the occasions arise, to cover the costs of special valuations on account of employees of Public Agency, and costs of the periodic investigation and valuations required by law. Contributions required of Public Agency and its employees shall be subject to adjustment by Board 5n account of amendments to the Public Employees' Retirement Law, and on account of the experience under the Retirement System as determined by the periodic investigation and valuation required by said Retirement Law. i3. Contributions required of Public Agency and its employees shall be paid by Public Agency to the Retirement System within fifteen days after the end of the period to which said contributions refer or as may be prescribed by Board regulation. If more or less than the correct amount of contributions is paid for any period, properadjustment shall be made in connection with subsequent remittances. Adjustments on account of errors in contributions required of any employee may be made by direct payments between the employee and the Board. B. This amendment sh~'~ effective on the __ c5 - .OA. PUBLIC EMPLOYEES' ~.,.~IREMENT SYSTEM BY ~ KENNETH W. MA .F~N, CHIEF ACTUARIAL & EI~OYER SERVICES .DIVISION PUBLIC EMPLO'~-__~S' RETIREMENT SYSTEM /~'. ,.? day of CITY COUNCIL CITY OF CUPERTINO ~ BY ~.,,~_' , PRESIDING OFFICER Witness Date Attest: Clerk AMENDMENT PERS-CON-702A (Rev. 8\96) RESOLUTION NO. 02-148 DRAFT A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ACCEPTING A GRANT OF EASEMENT FOR PUBLIC UTILITIES FROM MAXIMO PEREZ; LOCATED AT 1248 WEYMOUTH DRIVE, APN 362-10-067 WHEREAS, Maximo Perez has executed a Grant of Easement which is in good and sufficient form, conveying to the City of Cupertino, Grantee, an easement for public utility purposes over the property situate in the City of Cupertino, County of Santa Clara, State of Califomia, more particularly described in Exhibit "A" and Exhibit "B", attached hereto and made a part hereof. All that certain real property situate in the City of Cupertino, County of Santa Clara, State of California, located at 1248 Weymouth Drive, APN 362-10-067. NOW, THEREFORE, BE IT RESOLVED that the City Clerk is hereby authorized to record said Grant of Easement. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August, 2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino GRANT OF EASEMENT FOR PUBLIC UTILITY PURPOSES APN 362-10-067 1248 Weymouth Drive Maximo Perez~ hereinafter called Grantor, hereby grant(s) to the CITY OF CUPERTINO, a municipal corporation, hereinafter called Grantee, the right to excavate for, install, maintain and use a Public Utility Easement as Grantee shall from time to time elect within the hereinafter described property of certain premises which are situate in the City of Cupertino, County of Santa Clara, State of California, and described as follows: (See Exhibit A and B) Grantor hereby further grants to Grantee the right and privilege to enter upon his lands contiguous to and along the line of said hereinabove described strip for the purpose of locating, constructing, repairing or maintaining said Public Utility Easement for the purpose of doing any necessary or lawful act in connection with the construction or maintenance of said Easement; there is also granted the right of the use of sufficient land contiguous to said strip on either or both sides thereof for the purposes of excavation of and deposit of earth and necessary building material during the time of constructing said Easement and any repair thereof. The foregoing is subject to the following express conditions: The Grantee agrees to restore the ground surface and any improvements thereon to its original grade or condition insofar as it is practicable and reasonable to do so. IN WITNESS WHEREOF, executed this 7 5~day of ~_2~q ~, 2002. (Notary acknowledgment to be attached) CALIFORNIA ALL-PURPOSE ACKNOWLEDGMENT State of California County of ~ .~ ~~ On ~ ~-~.~"~ 2-(~efore me, Date / personally appeared ~.~[./~. ~) SS. Name and Title of Officer (e.g., "Jane D~oe, Notary P(~fc")~ ' ~ - ~ ~ a me'( s ) ~f"~ ~] n ~'~(s) [] personally known to me e(~viProved to me on the basis of satisfactory dence to be the person(s) whose name(s) is/are subscribed to the within instrument and' acknowledged to me that he/she/they executed the same in his/her/their authorized capacity(les), and that by his/her/their signature(s) on the instrument the person(s), or the entity upon behalf of which the person(s) acted, executed the instrument. Place Notary Seal Above WITNESS my hand and official seal. Signature of Notary Public OPTIONAL Though the information be/ow is not required by/aw, it may prove va/uab/e to persons re/ying on the document and cou/d prevent fraudu/ent rernova/ and reattachrnent of this form to another document. Description of Attached Document ,~...(~ ~.._~..~j~~{ Title or Type of Document: ~'~ J~-.]~ . Document Date: Number of Pages: { Signer(s) Other Than Named Above: Capacity(les) Claimed by Signer Signer's Name: [] Individual [] Corporate Officer-- Title(s): [] Partner--[] Limited [] General [] Attorney in Fact [] Trustee [] Guardian or Conservator [] Other: Signer Is Representing: Top of thumb here © 1997 National Notary Association · 9350 De Soto Ave., P.O. Box 2402 · Chatsworth, CA 91313-2402 Prod. No. 5907 Reorder: Call Toll-Free 1-800-876-6827 EXHIBIT A (Relocated Public Service Easement) All of that certain property situate in the City of Cupertino, Santa Clara County, California described as follows: BEGINNING at the Northwesterly corner of Parcel 2 as shown on the Parcel Map recorded in Book 718 of Maps at Page 7, Santa Clare County Records; thence proceeding along the Northerly boundary of said Parcel N89°55'23"E 5.00 feet; thence leaving said line and proceeding S00°04'21"E 120.29 feet to a point of tangency; thence along a curve to the left with a radius of 15.00 feet, an internal angle of 47018'59" and a length of 12.39 to a point of nontangency; thence N89°54'30"E 44.22 feet; thence along a nontangent curve to the left with an initial tangent bearing N77°25'55"E, a radius of 165.00 feet an internal angle of 4°37'39" and a length of 13.33 feet to a point of reverse curvature; thence along a curve to the dght with a radius of 235.00 feet, an internal angle of 10004'08" and a length of 41.30 feet to a point of nontangenccy in the Easterly line of Parcel 1 as shown on said Parcel Map; thence along said Easterly line S00°05'08"W 5.04 feet; thence along the Southerly line of the Parcel vacated by the City of Cupertino per resolution No. 00-084 and the Northerly line of Rainbow Dr., 30 feet wide, on a nontangent curve to the left with an initial tangent beadng S82°33'44"W, a radius of 230.00 feet, an internal angle of 9°54'28" and a length of 39.77 feet to a point of reverse curvature; thence along a curve to the dght with a radius of 170.00 feet, an internal angle of 16°29'01" and a length of 48.91 feet to a point of compound curvature; thence along a curve to the dght with a radius of 20.00 feet, an internal angle of 90047'22" and a length of 31.69 feet to a point on the Easterly line of Weymouth Dr. as shown on said Parcel Map; thence along said line N00°04'21"W 120.29 feet to the point of BEGINNING. Containing 1,400 square feet more or less and a being a portion of Parcels 1 and 2 as shown on the aforementioned Parcel Map. Rev: 5-24-02 ~jobs~perez~perez-ex a. doc /4...¢ ~~,~~.T7~POB '- ' ~ PARCEL 2 I _'-'r/I 7,233 SQ. FT. I ~/.,4 71a-M-7 ~ I X ~ S89'55'23"W , ~ PARCEL 1 ~ I ~b 9,283 SQ. FT. 0 5' ~ ~47'18'59" R=15.00' R=165.00' ~o L=12.39' L=13.33' ~ Z~¢-10'04.'08" EXISTING 5' WIDE ,,4 -- R=235.00' PSE PER L=41.30' 718-M-7 5' 1 N89'54"30"E .. OPE OF 30' R=230.00' ~ ~_ WIRES ~ Z~.=90°47'22 OVERHEA~ ,=~o.oo' ~'~e'o," :=;~.e~' ,=~7o.oo' RAINBOW DR. '=4~.e~' A PLAT TO ACCOMPANY EXHIBITS AND B FOR RELOCATING A 5' WIDE PSE REV: 5-24-02 /,,../-5' CUPERTINO City Hall 10300 Torte Avenue Cupertino, CA 95014-3255 Telephone: (408) 777-3354 FAX: (408) 777-3333 DEPARTMENT OF PUBLIC WORKS Summary AGENDA ITEM AGENDA DATE August 19, 2002 SUBJECT AND ISSUE Resolution No. O;-/4c/.. Authorizing the Agreement between the City and Field Paoli Architects for the renovation of the Sports Center, for a fee of $297,125, and authorizing the Director of Public Works to execute up to an additional $50,000 of Additional Services, as may be required to complete the work. BACKGROUND In Fiscal Year 2001 - 2002, Council adopted a budget of $4.4 million for major improvements to the City's Sports Center facility. Mark Schatz, a partner with Field Paoli Architects, and formerly the lead consultant on the Senior Center, spent much of the year working with Parks and Recreation staff developing potential programs for the existing building. As the program analysis progressed through the middle and latter part of 2001, City staff concluded that the broader economic downturn of the year would have a negative impact on the capital improvement program of the City and recommended to Council that the Sports Center program and budget be reduced. In February of 2002, in response to that economic downturn, the Council directed staff to reduce the program to fit within a $2.4 million budget. By April, 2002, Field Paoli Architects, working closely with staff, were able to develop a functional program that still met many of the City's needs and which also addressed all of the non compliant ADA situations in the building in accordance with the Council's direction. In June of 2002, Council adopted the FY 2002 - 2003 budget, which authorized the expenditure of $2.4 million to upgrade the Sports Center facility to meet all ADA requirements, to make functional area changes to meet market demands typical of sports and exercise facilities with paid memberships, and to make structural, mechanical, plumbing and electrical system upgrades in those areas where interstitial space access was made possible by the ADA work. Although not required, normally a consultant agreement of this scope would be advertised to the Architectural Community through a Request for Proposal (RFP) or a Request for Qualifications (RFQ) process. However, owing to the fact that Field Paoli has done considerable preliminary work on this project and their very satisfactory work on the Cupertino Senior Center, combined Printed on Recycled Paper / 5~ / with the fact that this finn was second in the RFP selection for the Cupertino Library Design, staff is confident that this firm is well qualified to perform the work and the negotiated fee for their services is competitive. FISCAL IMPACT Approval of this recommendation will encumber $347,125. which is available in the approved FY 2002 - 2003 Capital Improvement Program, Fund No. 426-9212. STAFF RECOMMENDATION Staff recommends the City Council adopt Resolution No. ¢.2-1~/~ encumbering $347,125, authorizing execution of an agreement with Field Paoli Architects to provide professional design services for the ADA and functional area renovation of the Sports Center in the City of Cupertino, for a fee of $297,125 and authorizing the Director of Public Works to expend an additional $50,000 for Additional Services, as may be required to complete the work. Submitted by: Ralph A. Qualls, Jr. Director of Public Works Approved for submission: David W. Knapp City Manager RESOLUTION NO. 02-149 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO AUTHORIZING EXECUTION OF AGREEMENT BETWEEN THE CITY OF CUPERTINO AND FIELD PAOLI ARCHITECTS FOR THE RENOVATION OF THE SPORTS CENTER AND AUTHORIZING THE DIRECTOR OF PUBLIC WORKS TO EXPEND ADDITIONAL FUNDS FOR ADDITIONAL SERVICES AS MAY BE REQUIRED TO COMPLETE THE WORK WHEREAS, the City Council has adopted a $2.4 million budget for major improvements to the Cupertino Sports Center facility which includes professional design services and renovation of the facility for American with Disabilities Act (ADA) compliance; and WHEREAS, Field Paoli Architects has developed a functional program that meets the City's needs and addresses the non-compliant ADA situations in accordance with Council's direction. NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Cupertino that the City Manager and the City Clerk are hereby authorized to execute an agreement with Field Paoli Architects for design and renovation of the Cupertino Sports Center on behalf of the City of Cupertino. BE IT FURTHER RESOLVED that the Director of Public Works is authorized to expend up to an additional $50,000.00 over the agreed-upon contract amount for any additional services that may be required to complete said work. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August, 2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino CUPEI INO City Hall 10300 Torte Avenue Cupertino, CA 95014-3255 (408) 777-3354 FAX (408) 777-3333 PUBLIC WORKS DEPARTMENT Summary AGENDA ITEM AGENDA DATE August 19~ 2002 SUBJECT AND ISSUE Adoption of a resolution authorizing the City Manager to approve a lease agreement for the temporary relocation of the Cupertino Public Library with Devcon Associates XVI for the lease of up to 10,175 square feet of commercial space at 10441 Bandley Drive for a period of up to 22 months with a total lease amount not to exceed $300,000 and with an option to extend the lease for up to two months, in an amount not to exceed $30,000. BACKGROUND On March 19, 2002 the City Council approved the final design concept for the Cupertino Public Library and Civic Center Project and directed staff to proceed with the further development of the project. One feature of that concept approval was the demolition of the existing library building to clear the site for the construction of the new library facility. An important and necessary milestone to maintain the project schedule is the relocation of the library operation to a temporary facility during construction. Staff, with the assistance of our selected construction management consultant, Nova Partners, Inc., and in coordination with the Santa Clara County Library Department, has successfully negotiated a lease in a vacant office building on Bandley Drive north of Lazaneo Drive in Cupertino. The site offers good quality commercial office and storage space with adjacent surface parking for staff and library patrons. Land Use Issues Currently the site is zoned for Industrial, Commemial or residential uses. The temporary library use can be approved after holding a public hearing to amend the development plan for the property (see attached memorandum from the Director of Community development). Printed on Recycled Paper Lease Terms The library staff had requested a minimum of 10,000 square feet of this type of space for its relocated operations and this facility provides up to approximately 10,175 square feet. The Library department has approved the space as adequate for their needs during the construction period, which is expected to last approximately 22 months to October of 2004. The terms of the lease provide for a "net-net-net" rent of $1.25 per square foot per month for a total lease of 22 months for a total amount not to exceed $300,000. The lease begins on November 1, 2002 and runs to September 1, 2004, with an option to extend the lease up to two additional months to November 1, 2004 at a cost of up to $30,000 (approximately $15,000 per month). The Library and Civic Center project is currently on schedule for opening of the facility in October 2004 and the lease with the optional two months extension is within this schedule. Operational and Tenant Improvement Costs The City would be obligated to pay the monthly costs of maintenance and upkeep, which is estimated to be approximately $4000 per month. The Municipal Service Center operating budget provides for approximately $7000 per month for these costs in the existing library so sufficient funds are available for maintenance this fiscal year. In addition to the above lease, it is expected that some tenant improvements (minor interior adjustments, lighting, computer system cabling, phone installation, signage, etc.) will be required for the efficient operation of the temporary library. However these improvements should not exceed $100,000 for both design and construction. The Library department has agreed to pay the actual moving costs to relocate the operation and store the collections that will not be in the temporary facility and to move the operation and collection back into the new building upon completion. The City's total cost of the relocation of approximately $430,000 ($300,000 lease, $30,000 optional two months, and $100,000 in tenant improvements) is within the approved project budget. Special Termination Clause Since the completion of the library is dependent in part on the sale of bonds to fund the project and since the bids for the bonds are not scheduled to be received until early October, staff has requested that a provision be contained in the lease that if the proceeds of the bond sale are not assured by October 16, 2002, the City has the option of terminating the lease. In the event that the City elects to terminate before October 16, 2002, the City would forfeit its deposits for the first month's rent and operating expense and a security deposit. The amount of these deposits, which would be forfeited in that event, is approximately $34,000. FISCAL IMPACT The cost of the library relocation in the amount of up to $430,000 is provided for in the approved budget for the project in the Adopted FY 2002-2003 Capital Improvement Program, Fund No. 423-9222. Funds for the maintenance of the temporary facility are provided in the adopted budget for the Municipal Service Center library maintenance program, Fund No. 110-8502 STAFF RECOMMENDATION Adoption of resolution No. 0;~- I ~'0 authorizing the City Manager to negotiate and execute a lease agreement with Devcon Associates XVI for the lease of approximately 10,175 square feet of commercial space beginning November 1, 2002 and ending September 1, 2004 for a total lease amount not to exceed $300,000 with an option to extend the lease for up to two additional months in an amount not to exceed $30,000 for the temporary relocation of the Cupertino Public Library. Submitted by: Approved for submission: Director of Public Works David W. Knapp City Manager /0 '$ DRAFT RESOLUTION NO. 02-150 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO AUTHORIZING EXECUTION OF A LEASE AGREEMENT BETWEEN DEVCON ASSOCIATES XVI AND THE CITY OF CUPERTINO FOR THE TEMPORARY RELOCATION OF THE CUPERTINO PUBLIC LIBRARY WHEREAS, on March 19, 2002, the Cupertino City Council approved the final design concept for the Cupertino Public Library and Civic Center Project and directed staff to proceed with the development of the project; and WHEREAS, it is necessary to demolish the existing library building to clear the site for the construction of the new facility; and WHEREAS, in order to maintain the project schedule, the existing library operation must be moved to a temporary facility; and WHEREAS, Devcon Associates XVI has offered to provide approximately 12,000 square feet of commercial space beginning November 1, 2002, and ending September 1, 2004; NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Cupertino hereby approves the aforementioned lease agreement to relocate the Cupertino Public Library, and authorizes the City Manager to execute said agreement on behalf of the City of Cupertino. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August 2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino Memo To: Ralph Quails, Director of Public Works Steve Piasecki, Director of Community Development August 13, 2002 Process for Review of the Temporary Library on Bandley Drive The proposed temporary library site at 10441 Bandley Drive, is located within the North De Anza Boulevard Conceptual Planning area, which was adopted in 1976 by Ordinance No. 723. The site consists of 3.78 acres and is zoned Planned Development. The North De Anza Boulevard Conceptual Plan allows industrial, commercial and residential uses, subject to the issuance of a "definitive development plan" or use permit. The odginal 1977 use permit approved a 50,400 square foot industriaVoffice building on this property. The library will take up approximately 10,000 square feet of the existing building, or about 20%. Interpretation The Planned Development Ordinance (Municipal Code Chapter 19.48) allows modifications to use permits subject to review and approval of the City Council upon hearing and recommendation of the Planning Commission. However, the proposed use must be a use that is otherwise permitted in the General Commercial (CG) Zoning Distdct or the Light Industrial (ML) zone. The Director of Community Development can interpret that a use is permitted if it is similar to other uses permitted in the zone. While a library use is not specifically cited as an allowed use in the CG or ML zones, I find that it is similar to a retail bookstore in terms of traffic, parking, hours of operation and the product. Therefore, the Planning Commission and City Council can consider an amendment of the existing use permit for the temporary library use. Process for Review The Planning Commission must hold a public headng on the modification to the definitive development plan and make a recommendation to the City Council on whether to approve the temporary use. Notice will be provided to surrounding property owners within 500 feet of the property. The City Council will then hold a hearing and make the final decision on the proposed use. This item can be scheduled as follows: Environmental Review Committee Planning Commission City Council Wednesday, August 28, 2002 Monday, September 9, 2002 Monday, September 16, 2002 TEMPORARY LIBRARY APN 326-33-079 'Address 10443 Bandley Drive Area 10,096 Total Bldg 52,438 Hrs of Op. M-Th 10-9 Fri-Sat 10-6 Sun 12-6 Empl. 37 not all at the same t % 19% I time Zone P(CG, ML, Res 4-10) Use Permit 2-U-77 Issues Traffic, circulation, landscape buffers to residential Trip Generation Comparison Weekday AM Peak-Hour Trips PM Peak-Hour Tri Ds Land Use Size Rate I Trips Rate In I Out 1 Total Rate In Out Total / Library 10,096 s.f. 54.00 545 1.06 8 3 11 7.09 34 37 72 Office I0,096 s.f. 11.01 111 1.56 14 2 16 1.49 3 12 15 Retail 10,096 s.f. 49.92 504 1.03 6 4 10 3.74 18 20 38 Notes: Frip generation rates fi.om ITE's Trip Generation, 6th Edition. Trip rates m trips per 1,000 s.f. Retail rates are for "Shopping Center" land use (Land Use Code 820). Library IITE Std. (per 1000 s.f.)l Required I Availab 10,0961 3'331 I 33.62] ~1 · MetroScan/Santa Clara (CA) CoOwner Site Mail Xfered Price LoanAmt Lender VestTyp LandUse Zoning SubPlat Legal Census MapGrid : Devcon Associates Xvl Parcel : 326 33 079 : Bldgld : 1 : 10443 Bandley Dr Cupertino 95014 Land : $441,185 : 3880 S Bascom Ave #210 San Jose Ca 95124 Struct : $2,263,176 : 07/27/1977 Doc # : 5733620 Other : : Deed : Total : $2,704,361 : Loan : %Imprvd : 84 : % Owned : : IntTy : Exempt : : 59 Pro,Offices,Banks And Clinics Type : : Pcmr4 TaxArea : 13003 : Garden Gate Village Add 01-02 Tax : $33,455.24 : Phone : Tract : 5078.01 Block: 6 Owner : : 832 D7 Tenant : Total Rms Bedrooms Bathrooms Stories Dining Rm Family Rm Rec Room : BldgSF : 52,438 Units : 4 YearBuilt : 1979 : LotSF : 164,656 Patio : EfJYearBlt : 1979 : Lot Acres : 3.78 Porch : Garage Sp : : 1 Lot Dimen : Elevator : No Garage SF : : CntlHt/AC : Yes Lease SF : 52,438 Bldg Cond : 6.0 : Pool : Office SF : 50 Bldg Class : 6.0 : Fireplace : Sprinkler : Yes Bldg Shape : Square Information compiled from various sources. Real Estate Solutions makes no representations or warranties as to the accuracy or completeness of information contained in this report. /6'7 ~ Cttq of C~pe~tt~o TO: ~e ilonorab~.e Chei. rn~an and :~.embers FROM: DATE; February lO, i- SUB~GT: ,Appl~Cac.:Lon 2-U-77 -Devcon Construct±on of $0,~38 Co be to Bn~lley ~t ,with ou the subject propc, r: perai~ t~ allow ~trial Space arranSed in a manner vet7 ~:.. pro, IcC w~ never :o~cruc~ed ~nd Z:~ ~ge~ :~: e~ pro Jet: could be evaluated on S~d~ i~ oi ~al ~e ~orch c=e crtp~ allocated c,= [:~C~ ~ by ~. ~elop~flC. The fol;-,~ia ' :, Ib'g r.,o ?0) the ApplicatiOn 2-U-77 - I~vcoa qonstruct~on Februar? ~O. b) TenonC orsiuixid car ~ooling proirams and/or County transit buo poolini progr~_m~_. 17. A copy oK eaXd w~itten notice ~hall bs ~lgnsd by the l~ssee and fo~arded ~0 Ch~ Cl~ prto~':~o occ~cy of Chi bu~ldins. geaerace~re ~ l$:.~e~ay cri~ par acre durin~ Chi peak hour period. · or C~pu~se o~ C~ 16 one.ay ~rip Traffic Inctnsi~y Perforce S~i'~'/,~, ~o~ t~CO~C~g of trips is h~r~by incor~ra~ed ~oca~ co p~olecc area :ea x ~6 - 70 all~le trips 18. 19. 20. fi.toe li.~'~.'Psrfo~c8 Standard, ch~ o~er of recor; reC~, ~,,or Cra~fer trips wi~h area. ~1 ~ch ~e P~ Director ~d City ~e co be applied. ~Tip~ co~rain~ .ar d~lo~a c shall be wo~ed c~sul~ C~ Citv allocated ~o eat:, f~om pS have been 20'x 29 . 70 uoad trips Thac cbo ~pligafic shall inocall a ~nt cul~e-e~ ac the ca~laus of G~ ~ ~ve ~ 8~1 ps,ithaca ~ partial ~rove~ncs for a ~ni ~~ ac ~ Ce~ o~ ~ford ~ve. ~e mini cu,-de-sac ac ~ ~e D~ ~1 be ~c~ ~ conJ~ccion with th~a a~~ ~d p~ o~IZ b pr~enC~ co the Architectural and ~ a~~ a~l prepare an ~fc~ ~Ase ~lyols cc dateline ~l~C O~ ~ ~Cl~l o~ W~I ceq~red a~ the westerly and · re rc .h l b prepared a~ oubmltce to Ar~~ ~ SAM A~p3.1¢ation 2-U-77 - Devco~ Con&tr~,.c:l. on l~dmc&ping &lon~ thm northmrly mtde of Building B for adequacy. The imcrs~e ~h~ ~ o~ l~dscapimg lu ~ht~ area should they deem it 21. The applicant shell reduce ~he number of driveways along Bandley Drive :O & ~tX~L~Of ~O ~ shall ensure ~hat ~he sou~herlymost drive is located ~ closer ch~l~ 100 ft. tO the southerly property line. 22. The &pplic~C shall si~n · scecmnmnc qrsein$ co provide Joint ingress,' I~'~C~I o~ Imcur~ bicycle lo~tng facility for every ZC,~ or. ~~ &N~ ~ ~Y ~ ia lieu of equAvalenc parking ,I~,.~:~ Ce~"~nlieu" does mot require chac the parking ~paces be of ~he ~e ~C, iC vill be nece~a~ ~or the lilts4 om C~e accac~d sheet. /& -// 2-U-~ ? California 94086 co Baudlay Drive approximately 500 ic. %ncerstctiou of Bandley Drive and Alves Drive ~lth Commercial/Industrial/Residential 'Chi findinss as aec forth on Page 1 and of the Pl&lulin~ Commission meeting ~baC Chpy do not conflict ~. In the event a conflict does herein shall apply. .A 1'C ~ev~ston and B of !'C~e ¢~[kii=iOnS contained herein. cel~ancl v/th a vrlccen area. Said not£c¢ r~view compliance with t~& ~u:ure and should the Ci=y may impose ~ lnclude but T~ ~or County Selie~&cemo~o ~ ~6 oue-~ly trips ptr acre durin~ the peak hour pm~'~, ~r the p~XpOSm O~ the 16 o~e~ay trip Traffic Intensity ~~ S~d, C~ ~1~i~ accounCln~ of cr~ps ts herebY.' Tripe aiL°C-iced to pt°Jeer area 4-3:5: StOit &cola x L6 - 70 atlowablt crlps Tr~pl $onerlced by umo - 0 · ~n, ~ell. or crans~r crip~ ·vems Crelk Bqulevard study ~rea. l~ w~th the Planning CL~eccor . . prop~y to whLch~,che cri~s_ ar~ ~o~n~ber of ~s all~ca~ed to the ~ of ~he devel~en~ approval. ~e ~e' tO su~t~ac the future ~he sell'%r of trips ~l'.been =ransfarred ~C~c~pate ~n partial l~rovemenc~ of Ha~ord ~/ve. The be ~c~led in conjunction with ~re~ent~ co the Architectural ~sts to determine the westerly amd submitted review the amuun~ B for adequacy. have the abiiiv; should they deem 22. · a~C~mt agreeing co provide Joint ingress,' with Ch~ property to ~e ~r~h. The agreement shall ~ ~cy will ~c r~s/re ~pl~enratlon of'said ea~e- ~ ~ r~!~ t~ sm of che &dJotn/n~ property lilac o~ f~rt~r sc/~late chat the applLcan~ ~r,~ .... ~~ ~ ~;'p~lv.~ drive ~rovements and ~~tS for t~:~n ~e of the northerly drl'~e wi'. ft. Of butld~ ar~ which uy be tfl l~eu of ~ to~ "L~, 1Leu" ~es ~c require that cae Re,olucion No.' I~S {eontinumd) 23, TCuck moveun~, in¢ludin~ ~[u~, ~l~ku~ on ~h~ ~lt~ ~hall b~ r~trict~d Chairman A ~.SOLUT~0N OF THE ~~G ~~ON OF AGR~ BETWEE~ TH~ C~TY ~D D~N ~C~TF~ 9~I, A G~E~ P~E~HIP, P~VIDING FO~ ~$ ~ g~, ~ SIDE 0~' ~DLEY DRIVE NOR~ OF L~,~EO DR~E ~ be~n ~he Cl~y ~d ~vcon ~,ocia~ ~I. a ~neral Partnership. pro- Join~ l~ress ~d e~r~e eas~encs [or ~he proper~y ~o ~he north of ~ P~Per~Yl~d s~d ~re~en~ havin~ been approvea by the Director -BI ~ ~OL~. ~haC the Mayor ~d =he City Clerk are ~re~c here~ ue~i~ of ~he:,<Cit¥ Council of the Clty 1977, by;:. the following vote: Frol/ch /& -/ff |~.NDOKSPJ:)) the C::Lcy of ~vco,-, lurer- of aq. ft. S/rice rio information as to land use categories and in=ensi=ies~ street systems, and community desitin ob]et=ives =o enable ~he property owner or owners to either prepare a supplementary conceptual development plan or a defin,i=ive development plan." This document represents =he initial step in =he approval process for subsequent development for individual proper=les located wi=bin =he zonin~ boundary. The document contains a physical development plan and development policies which will have =he same legal effect as plans and conditions of approval of a privately subm/==ed Planned Development zoning application. The plan iS an elaboration of the Core Area Land Use Element of the General Plan which was adopted in December of 1973. The Core Area Plan designated =he lands involved within the zoning app!ication boundary for a mixture of land uses. More ~ specifically, =he land area west of North De Anza Boulevard is master-planned for a~ mixture of residential, industrial and co~nerc~al uses. Each individual property ~ can be developed with one of the permitted uses or a combination of all allowed uses1 In the context of. the North De Anza Boulevard Conceptual Plan~ the term '"industrial"/ refers to uses referenced in =he City's existin~ light industrial and planned ~ -~-ufacturin$ zoning ordinances. The tern "commercial land use" refers to all permitted commer~ial uses and all uses Pemitted subiect to a use permit that are referenced in the City's coa~ercial zoning ordinance. The term "residential" in the context of ~his Cohcep~ual P. lan refers to any rental or owner- occupied residential development chat complies with ~he residential d~nsity range of be=ween 4 to 10 dwelling units per acre. Residential development within =he zoning boundiry may exceed the density described in =he Core Plan if such develop- ment meets a special community-wide social goal such as. increased housing op~ortunity 'for the elderly or low or moderate income f~!lies. The dwelling unit intensity for a particular pro]ect will not automatically reflect =he highest density wi=bin =he described 4 to 10 unit per acre range. The specific n-m~er of units will be determined based upon the design merits of each project. 19.56.010 Chapter 19.56 GENERAL COMMERCIAL (CG) ZONES* Sections: 19.56.010 19.56.020 19.56.030 19.56.040 19.56.050 19.56.060 19.56.070 19.56.080 Purpose. Applicability of regulation. Permitted uses. Conditional uses. Excluded uses. Conditional use permit for new development. Land use activity and site development regulations. Interpretation by the Planning Director. * Prior history: amended during 4/94 supplement and by Ords. 1601, 1618, 1630 and 1637. 19.56.010 Purpose. The purpose of the general commercial zoning district is to establish regulations for retailing, offices 'and service establishment offering goods and services to the general public which will assure maximum compatibility with surrounding residential areas as well as minimize adverse traffic impacts resulting from commercial development. (Ord. 1687 Exh. A (part), 1995) 19.56.020 Applicability of regulation. No building, structure, or land shall be used, and no building or structure shall be erected, structurally altered, or enlarged in a CG zone, otherwise than in conformance with the provisions of this chapter and other applicable provisions of this title. (Ord. 1687 Exh. A (part), 1995) 19.56.030 Permitted uses. The following uses shall be permitted in a general commercial (CG) zoning district subject to the performance standards contained in Section 19.56.070. A. Retail businesses, such as, but not limited to, food stores (excluding convenience markets), drugstores, apparel shops, variety stores and hardware stores; B. Full service restaurants (without separate bar facilities) where all public entrances face away from residential zoning districts and where the required customer parking is located within dose proximity of the entrance and is more than one hundred feet from any residential district; C. Professional, general, administrative, business offices, business services, such as advertising bureaus, credit reporting, accounting and similar consulting agencies, steno, graphic services, and communication equipment buildings, except that such uses shall not comprise more than twenty-five percent of the building space in a shopping center; D. Banks, financial institutions, insurance and real estate agencies, travel agencies, photography, and similar studios which directly serve the public; F. Laundry facilities, including self service and full service operations; and retail dry cleaning establishments, provided that the solvents used in the cleaning process shall not be used or stored in any manner not approved by the State Fire Marshal and provided the establishment received approval from the Bay Area Air Quality Management District. Dry cleaning is limited to items directly delivered to the establishment by retail customers; G. Private clubs, lodges, or fraternal organizations as subordinate uses in buildings intended primarily for other permitted uses provided for in this section; H. Limited repair services, such as jewelry, household appliance, typewriter and business machine repair shops; I. Personal service establishments such as barbershops, beauty parlors, massage establishments, shoe repair shops, and tailor shops; J. Accessory facilities and uses customarily incidental to permitted uses; K. A maximum of four video game machines, provided these machines are incidental to the main activity of the business; (Cupe~ino 4-02) 588-36 lb 19.56.030 L. Specialty food stores which cumulatively comprise less than fifty percent of the retail space of a single building or shopping center; M. Pet shop and pet services facilities (buildings) which are located in a sound-proof structure and are in compliance with Santa Clara County Health De- partment regulations; N. Child day care facilities located within an established business serving that business only and which do not generate additional traffic from that produced by the business itserf; O. Vocational and specialized schools, dance and music stu~os, gymnasiums and health clubs which cumuhfively comprise less than fifty percent of the space in a shopping center, provide .adequate. p_.~_k- ing as determined by Chapter 19.100 ~nd meet noise require~z~rmined by Chapter 10.48; P. ~ch, in the opinion of the Direc- tor of Community Developmen~ are similar to the above permitted uses, and which do not create sig- nificant adverse impacts to the surrounding area due to oaor7, Ord. 1687 Exh. A (part), 1995) 19.56.040 Conditiomd uses. The following uses may be conditionally allowed in the CG zoning district, subject to issuance of a conditional use permit: A. Issued by the DireCtor of Community Devel- oprnent: 1. ~l~cialty food stores which cumulatively occupy more than fifty percent of the building floor space in a single building or shopping center; 2. Vocational and specialized schools, dance and music studios, gymnasiums and health clubs which cumulatively comprise more than fifty percent of the space in a shopping center, provide adequate park- ing as determined by Chapter 19.100 and meet noise requirements as determined by Chapter 10.48; 3. Retail/service kiosks located in an unenclosed space visible from public streets or other publicly owned space, where adequate parking is provided as determined by Chapter 19.100, which do not result in truffle or circulation impacts, have aurae- five designs and landscaping, and are compatible with the surrounding architecture. B. Issued by the Planning Commission: 1. Automobile repair shops and tire repair shops; 2. Commercial parking and parking garages; 3. Convenience markets; 4. Hotels, motels, and boardinghouses; 5. Liquor stores; 6. Ddnldng establishments; 7. Full-service restaurants with separate bar facilities; fast-food restaurants, and any entertain- ment facilities (e.g., dancing, live music) in associa- tion with full-service or fast-food restaurant; 8. Commemial entertainment establishments, such as indoor theaters, bowling alleys, billiard and~ pool parlors, dance halls, skating rinks, and arcades;// 9. Private clubs, lodges and fraternal organiza- tions, as principle uses buildings; fraternity and sorority houses; 1~. Child care cen~rs, day nurseries, and play- grounds; 11. Pet shops and facilities for bathing, clipping, trimming and similar services for pets, when not located in a soundproof space; 12. Mortuaries; 13. Theaters; 14. Automobile service stations, automobile washing facilities; 15. Automobile, trailer, tire and boat sales and rental, limited to new and used vehicles in operable condition; 16. Any commercial establishments with drive- through facilities; 17. Late evening activities which occur between eleven p.m. through seven a.m. 18. Business activities which display merchandise or provide services in an unenclosed space visible from a public street or adjoining residential proper- ty, except activities which display merchandise as provided by Section 19.56.070(1)(d). 19. Business activities, which incorporate con- tracting services for which a contracting license issued by the State of California, are required. 588-36a (Cupertino 6-00) 19.56.040 20. ~which are neither /pe~tted uses nor excluded uses and which are, in (~c~--~me opinion of the Planning Commission, consis- '-"~ent with the character of a general commercial (CG) zone of the same general character listed in this s~c. tion, and which do not create significant adverse impacts to the surrounding area due to odor, dust, fumes, glare, radiation, vibration, noise, traffic or litter. (Ord. 1815 (part), 1999: Ord. 1784 (part), 1998; Ord. 1687 Exh. A (part), 1995) 1956.050 Excluded uses. The follow'rog uses shall not be permitted in general comm~rcia.1 (CG) zones: A. Businesses where the primary activity is related to the on-site manufacturing, assembly or storage of building components intended for use by general contractors or wholesalers; B. Wholesale lumberyards, warehouses, storage garages, nurseries, greenhouses and other wholesale businesses, except computer hardware and software and communications businesses for which the city may generate sales tax revenue where the primary activity is to conduct sales and services to other businesses rather than to direct retail customers; C. Other uses which, in the opinion of the Plan- ning Commission, are objectionable by reason of odor, dust, smoke, glare, francs, radiation, vibration, noise, traffic or litter shall be excluded. (Ord. 1687 Exh. A (part), 1905) 19.56.060 Conditional use permit for new development. A. Prior to the erection of a new building or structure in a CG zoning district, or prior to the enlargement or modification of an existing building, structure, or site (including landscaping and lighting) in a CG zoning district, the applicant for a building permit must obtain a use permit from the Planning Commission unless the building square footage is five thousand square feet or greater, in which case the conditional use permit may only be issued by the City Council upon recommendation of the Plan- ning Commission. B. Minor architectural modifications including changes in materials and colors shall be reviewed by the Director of Community Developmem as speci- fied in Chapter 19.132 or 2.90 of this code. If an application is diver~d to the Design Review Com- mittee or the Planning Commission, the application shall be agendized for a Design Review Committee or Planning Commission meeting as an architectural and site application. (Ord. 1844 § 1 (part), 2000; Ord. 1784 (part), 1998; Ord. 1687 Exh. A (part), 1995) 19.56.070 Land use activity and site development regulations. A. Land Use Criteria. Unless otherwise provided by a conditional use permit, the following regula- tions shall apply to aH users governed by this chap- ter. 1. The activity must be conducted entirely with- in a building or enclosed patio or atrium except for: a. Vehicular parking including the parking of business related vehicles that comply with the sign, off-street parking and noise regulations; b. Outdoor seating for restaurants as long as the number of seats do not exceed twenty percent of the number of authorized indoor seats and is otherwise compatible with Chapter 19.100 of this code; c. Special promotional events undertaken by permitted businesses; d. The display of merchandise in front of stores containing a minimum of twenty thousand square feet of floor area. The merchandise must be dis- played under a roof overhang or canopy and must be displayed in an organized, neat and safe fashion; · e. Incidental activities directly related to the permitted business. The incidental activity must comply with noise standards, all other applicable health and safety regulations and must use equip- ment which, when not in use, is stored in an ap- proved enclosed space. 2. The activity must comply with the City noise standards, including pick-up and delivery times. Some activities are permitted when located in a sound-proof space. A sound-proof space is an en- closed area which is designed to prevent internally generated noise from being audible from a receptor located outside of the structure. An acoustical engi- 588-36b 19.60.010 Chapter 19.60 LIGHT INDUSTRIAL (ML) ZONES Sections: 19.60.010 19.60.020 19.60.030 19.60.040 19.60.050 19.60.060 19.60.070 19.60.080 19.60.090 Purpose. Applicability of regulations. Permitted uses. Conditional uses. Excluded uses. Restrictions related to emissions. Site development regulations. Parking and loading standards--Conditional use permit. Architectural and site review. 19.60.010 Purpose. The purpose of the light industrial (MI,) zoning district is to provide for, and regulate, certain indus- trial uses which are incompatible with commercial and residential uses but perform important storage, manufacturing or servicing functions for such com- memial and residential uses in the City. Light indus- trial uses are allowed because of the need for sites for small industries, and because the characteristics of the permitted industrial uses arc likely to be similar to many permitted commercial uses. The uses permitted in this zone often create some objec- tionable impacts such as noise and large volumes of track traffic, but are essential uses in an urban economy. The property in this zone should be locat- ed near central business areas, near arterial traffic routes, along railroad lines, or where specialized services for residential areas should be concentrated. (Oa. lOO1 Exh. A (part), l~) 19.60.020 Applicability of regmlations. No building, structure, or land shall be used, and no building or structure shall be erected, structurally altered, or enlarged in an ML zone, otherwise than in conformance wilh the provisions of this chapter and other applicable provisions of this title. (Ord. 1601 Exh. A (part), 1992) 19.60.030 Permitted uses. The following uses shall be permitted in an ML zoning district: A. Manufacturing, processing, assembly, research and development factories, laboratories, shops, and other uses which, in the opinion of the Director of CommRrfity Development are similar to the above uses, and which do not create undue adverse ira- pacts due to the effects of glare, noise, dust, or any other emission within thc premises as provided in Section 19.60.060 of this chapter, B. Automobile, trailer, fi~e and boat sales, rent- als, service, repair and storage, including body and upholstery shops, but limited to new and used vehi- cles in operable condition and new, reconditioned and used parts, if stored inside a building;, C. Commercial parking lots and parking garages; D. Warehouses; E. Wholesale and storage activities within com- pletely enclosed buildings; F. Packing and crating establishments; G. Auction houses, used furniture sales, feed sales, cold storage facilities, including frozen food lockers; H. Home, garden and farm equipment and appli- ance sales and rentals; I. Machinery sales and rentals, including heavy construction equipment; J. Repair and service shops for light machinery, household appliances and apparel; K. Lumberyards, building material sales, ice, coal and wood sales, carpenter and cabinet shops; L. Nurseries and greenhouses; M. Dry cleaning plants and similar establish- ments, provided that the solvent used in the cleaning process shall not be used or stored in any m. anner not approved by the State Fire Marshal; N. A~imal clinics and hospitals, facilities for bathing, clipping, trimming, and similar services for pets; kennels; taxidermists; O. Television, radio and motion picture studios and stations; P. Public utility facilities and service yards, and associated buildings, communications and equipment 588-39 (Cape~no ~-98) 19.60.030 buildings, corporation yards, contractors' and plumbers' shops, and storage yards; Q. Ail uses permitted in a general commercial (GC) zone as provided in Section 19.56.030 of this rifle, provided that they are auxiliary or subsidiary to or an essential part of an established operation or use permitted by this chapter including, but not limited to, personal services, retail establishments, and recreation facilities located on the same lot as the principal use, and which exist solely for the convenience of persons employed in or customers of the principal use; R. Notwithstanding the provision of Section 19.00.030Q above, the following commercial uses are permitted as independent operations: 1. Stenographic or duplicating services, 2. Messenger or telegraph offices, 3. Delivery services, 4. Janitorial services; S. Residential dwellings for caretaker~ or watch- men employed for the protection of the principal permitted use, provided they are located on the same lot as the principal permitted use. (Ord. 1601 Exh. ^/part), 19~2) 19.60.040 Conditional uses. Thc following uses may be conditionally allowed in the ML zoning district subject to the issuance of a conditional use permit: A. Issued by the Planning Commission: 1. Automobile service station and commercial car-washing facilities, 2. Gasoline and diesel fuel pumps, whether utilized as a principal use or as an accessory use, 3. Caterers, 4. Commercial entertainment establishments operated wholly or partly in ~.~ open (e.g., drive-in theaters, golf driving ranges, and miniature golf COtLrges), $. Swim clubs, swim schools, and commercial swimmirlg pools, 6. Retail sales of mixed concrete sold in batches not exceexling one cubic yard, 7. Stone cutting, monument manufacture, 8. Mortuaries, 9. Heliports as accessory uses, 10. Manufacture of radioactive material, provided that emissions do not exceed permissible levels e~Fede~r S~ standards, l~,~ther uses ~ in the opinion of the Plan- . ning Co"mmissi0~_, are consistent with the character_ of an ML zone, and do not exceed the levels of odor, noise, dust, smoke, glare, fumes, radiation or vibration described in Section 19.60.060 of this chapter, B. Issued by the Director of Community Devel- opment: 1. Under the provisions of Section 19.60.030, for any industrial use where the number of parking spaces exceeds one per five hund~d feet of net lot area, upon a determination that the use will not have an adverse impact upon the City's street and circula- tion system, and is consistent with the.City's noise ordinance. (Ord. 1601 Exh. A/part), 1992) 19.60.0~0 Excluded uses. A. The following uses shall not be pemaitted in 1V[L zones: 1. Bag cleaning, blast furnace, boiler or tank works, candle factory, cannery, central mixing plant for cement, mortar, plaster or paving materials, coke oven, curing, tanning or storage of raw hides or skins, distillation of hones, coal or wood, distillation of tar, drilling for oil, gas or other hydrocarbon substances, dumping, disposal, incineration or reduc- tion of garbage, sewage, offal, dead animals or refuse, fat ~dering, forge plant, foundry or metal fabrication plant, hog farms, junk yards or the bal- ing of rags or junk, pumping, refining or wholesale storage of crude petroleum, slaughtering of animals, smelling of copper, iron, tin, zinc or other ores, steam power plant, stockyard, stone mill or quarry, sugar refining, wool pulling or scouring; 2. Manufacture of acetylene, acid, alcohol, alco- holic beverages, ammonia, bleaching powder, chlorine, chemicals, soda or soda compounds, brick pottery, terra cora or tile (except handcraft products only), candles, celluloid or pyroxlin (treatment of same), cement, gypsum, lime or plaster of paris, chewing tobacco (or treaUnent of same), disinfec- (Cap~/ao 5-98) 588-40 19.60.0~0 tants, dyestuffs, emery cloth or sandpaper, explo- sives, fireworks or gunpowder (or storage of same), fertilizer, glass, glue, gelatin, grease, lard or tallow (manufactured or refined from or of animal fat); illumination of heating gas (or storage of same), .insecticides, lampblack, linoleum, oilcloth or oiled products, linseed oil, paint, oil, shellac, turpenline or varnish (except mixing); matches, paper or pulp, pickles, sauerkraut or vinegar, potash products, rubber or gutta percha products (or treatment of same), shoe polish, soap (other than liquid soap), starch, glucose or dextrin, stove polish, tar roofing or waterproofing or other tar products, yeast; 3. Commercial excavating of building or con- stmction malerials. (Ord. 1601 Exh. A (part), 1992) 19.60.060 Restrictions related to emissions. Emissions of noise, vibrations, radiation, light, smoke, fumes or gas, odor, dust and toxic waste shall be limited to quantifies indicated in this sec- lion. The limitations shall apply at any point outside the boundmy of each lot in an lVlL zone, the boundary assumed, for the purpose of this rifle, to extend in a vertical plane and below ground. In case of further subdivision or lot split, the limitations shall not apply outside any resulting loL A. Vibration. Vibrations in the nonaudible range shall not be of such intensity that they can be per- ceived without instruments. B. Radiation. Electromagnetic radiation shall not result in perceptible disturbance of television or radio reception. C. Light. The intensity of light at the boundary of each lot shall not exceed seventy-five fooflamberts from a source of direct light, or one hundred footlamberts from a source of reflected light. The intensity of light at the boundary of an in- dustrial zone, or an industrial area in a planned development (P) zone, shall not exceed fifty footlamberts from a source of direct light, or seven- ty-five footlamberts from a source of reflected light. D. Smoke. No emission shall be permitted, from any or chimney or otherwise, of visible grey ~noke of a shade equal to or darker than No. 1 on the Power's Micro-Ringelmann Chart, published by McGraw-Hill Publishing Company, Inc. and copy- righted in 1954 (being a direct facsimile reproduc- tion of a standard Ringelmarm Chart as issued by the United State Bureau of Mines); except that a visible grey smoke of a shade equal to No. 2 on such a chart may be emitted for four minutes in any E. Fumes and Gas. Any toxic or irritating ingre- diems in emitted fiunes or gas shall not exceed ten percent of the concentration indicated in "General Safety Order' issued by State of Cal. ifomia, Depart- ment of Industrial Relations~ Division of Industrial Safety (reprinted January 1964). Collection of heavy gases at ground level shall be prevented. F. Odor. No emission of odorous gases or other odorous ma,er shall be permitted in such quantities as to be readily detectable when diluted in the ratio of one volume of odorous air of liquid or solid mailer to two volumes of clean air. Any process which may involve the creation or emission of any odors shall be provided with a secondary safeguard system so that control will be maintained if the primary safeguard system should fail. There is es- tablisbed as a guide in determining such quantities of offensive odors, Table IH, Odors Thresholds, in Chapter 5 of Air Pollution Abatement Manual, copyrighted in 1951 by Manufacturing Chemists Association, Inc., Washington, D.C. G. Dust and Other. Solid Particles. No emission shall be permitted which can cause any damage to health, a~imals, vegetation or other forms of proper- ty. No emission shall be permitted in excess of fifty percent of the standards specified in Table I, Chap- ter 5 of Industrial Hygiene Standards, Maximum Al- lowable Concentrations of the Air Pollution Abate- ment Manual, copyrighted in 1951 by Manufactur- ing Chemists Association, Inc., Washington. D.C. In no evem shall any emission, from any chimuey or otherwise, exceed one-tenth of a grain (0.1 grain) per cubic foot of the conveying gas. For measure- ment of the amount of particles in gases resulting from combustion, standard correctiom shall be applied to a stack temperature of five hundred de- grees Fahrenheit and fifty percent excess air. 588-41 CITY OF CUPERTINO City of Cupertino 10300 Torz;o Avenue Cupertino, CA 95014 (408) 777-3308 FAX (408) 777-3333 Community Development Department Housing Services Summary Agenda Item No. ~ Agenda Date: August 19, 2002 Subject: Support Proposition 46 (Burton), the Housing and Emergency Shelter Trust Fund Act of 2002. Recommendation: Support Proposition 46 and add the City of Cupertino to the "Supporters List". Background: The state of California is facing a growing housing crisis. In order to address the crisis, housing production must increase to meet the demands of a growing population. According to the state of California, the biggest gap in housing production is in the area of extremely low and very-low income working families. California's homeless population has reached over 360,000. The fastest growing segments of the homeless population are seniors and families with children. Furthermore, only 29% of Californians can afford a median priced home in the state, compared to the national figure of 55%. Proposition 46 places $2.1 billion in general obligation bonds on the November 5, 2002 ballot, which would be used for various housing programs. The passage of this bond measure will provide $1.11 million for multi-family housing program, $405 million for homeownership programs, $200 million for farmworker housing and $385 million for other programs, such as the emergency housing assistance and the Jobs/Housing Balance Improvement program. Local governments, such as Cupertino, could be eligible to utilize the funds for construction of affordable housing. Furthermore, the Jobs/Housing Improvement program' would provide financial incentives for local cities to construct more housing thereby decreasing the jobs/housing imbalance. The Coalition for Emergency Shelter and Affordable Housing has begun a fundraising and endorsement campaign. The Proposition 46 Fact Sheet, attached, shows communities and non-profits supporting the proposition. If the city council 17-1 Printed on Recycled Paper Support Proposition 46 August 19, 2002 Page 2 The Coalition for Emergency Shelter and Affordable Housing has begun a fundraisin~ and endorsement campaign. The I'roposition 46 Fact Sheet, attached, shows communities and non-profits supporting the proposition. If the city council approves support of the measure, city staff will forward the approved resolution to the Coalition for Emergency Shelter and Affordable Housing and be listed among the supporters of the proposition. PRiEPARED BY: V~r~ G~I; Senior Planner Steve Piasec~:i, Director of Community Development APPROVED FOR SUBMITTAL: David W. Knapp, City Manager Attachments: Resolution 02- ]~ I Proposition 46 Fact Sheet Legislative Analysts Office (LAO) Summary of Proposition 46 / 7-~2 DRAFT RESOLUTION NO. 02-151 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO IN SUPPORT OF THE HOUSING AND EMERGENCY TRUST FUND ACT OF 2002, PROPOSITION 46 WHEREAS, a coalition of cities throughout California is coming together to support Proposition 46, the Housing and Emergency Shelter Trust Fund Act of 2002, on the November 5, 2002 statewide ballot; and WHEREAS, the state of California is experiencing a growing housing crisis; and WHEREAS, Proposition 46 would authorize the state of California to sell $2.1 billion of general obligation bonds to support housing programs in the state; and WHEREAS, Proposition 46 is an important measure for all cities and counties as it would provide a much-needed funding for the construction of affordable housing. NOW, THEREFORE, BE IT RESOLVED that the Cupertino City Council supports Proposition 46. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August 2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino To address California's dire need for affordable housing, a coalition of senior organizations, business groups, labor unions, nonprofit housing and homeless advocates, developers, educators, local governments and numerous charitable organizations have joined together to support Proposition 46, the Housing and Emergency Shelter Trust Fund Act of 2002 on the November ballot. What does the Housing & Emergency Shelter Trust Fund Act do? Finances $2.1 billion in affordable housing construction through a state bond: · $910 million for rental housing for low-income seniors, disabled persons, and families with children. · $495 million for homeownership programs, including sweat equity housing and down payment assistance for low and moderate-income families. · $390 '.million for emergency shelters and permanent housing with support services for homeless seniors, battered women, mentally ill people and veterans. · $200 million for farm worker housing (rental and ownership). · $I00 million for incentives for local governments to approve housing developments. · $5 million for local code enforcement to revitalize neighborhoods. Why is this measure needed? To address California's growing housing crisis, housing construction must increase significantly to meet the demands of a growing population. The biggest gap in production is in affordable housing for lower income working families. As a result: · Over 360,000 Californians are homeless, according to the Department of Housing and Community Development. The most rapidly increasing segments of the homeless population are seniors and families with children. · One-third of all renters, half of all low-income renters, and three-fourths of all very low income renters spend more than 50% of their income for housing. (30% is considered "affordable.") · Only 29% of Californians can afford the median priced home in the state, compared to 55% nationally. How will passage of this measure address California's housing crisis? · By creating up to 22,000 permanently-affordable rental units · By enabling more than 65,000 California families to purchase their own house · By providing housing assistance for 12,000 to 24,000 farm worker families · By creating 20 million shelter bed days for homeless people Where is the fiscal accountability? The measure includes provisions to ensure proper administration of the bond proceeds at both the state and local levels: · Bureau of State Audits will conduct audits to ensure that bond proceeds are awarded in a timely fashion and in compliance with the provisions set forth in the bond measure. · Oversight of administering the money to local community development agencies and nonprofit agencies by the Department of Housing and Community Development, with policing authority by the Bureau of State Audits. What other benefits will Proposition 46 generate for California? New Investment: At least $13 billion in private investment and federal funds · Jobs: Approximately 276,002 full time jobs and $9.38 billion in wages · Spending: $42 billion in spending for home-related goods and services luly 11, 2002 Women's Organizations / Association to Aid Victims of Domestic Violence · / Statewide California Coalition for Battered Women · / A Safe Place ,/ Asian Pacific Women's Center, Inc. · / YWCA of San Gabriel VAlley Senior ./. Organizations Congress of California Seniors Gray Panthers Business Organizations Califomia Apartment Association California Building Industry Association California Business Roundtable California Council for Environmental and Economic Balance San Diego Regional Economic Development Corporation Silicon Valley Manufacturing Group Wine Institute Law Enforcement v~ California State Sheriffs Association Labor Unions ,/ AFSCME ~ Califomia Conference of Carpenters -/ California State Council of Laborers ,/ State Building and Construction Trades Council Nonprofit Housing Organizations ,/ Affordable Housing Collaborative ,/ California Coalition for Rural Housing ~' California Rural Legal Assistance Foundation ,/ Ecumenical Association for Housing ,/ Friends of the Homeless ,/ Housing for Independent People ~ Housing California · / Matin Continuum of Housing Services ~' National Housing Development Corporation ,/ Non-Profit Housing Association of Northem California ,/ Pacific Housing ,/ San Diego Housing Federation July 11, 2002 Southern California Association of Nonprofit Housing The Mmn Housing Council Western Center on Law and Poverty Local Government ~ League of California Cities · / California Redevelopment Association · / California State Association of Counties · / City of Los Angeles · / City of Long Beach ,/ City of Morgan Hill ,/ City of Oakland ,/ City of Sacramento ,/". City of Santa Rosa · / Contra Costa County · / County of Orange ,/ Santa Clara County · / Santa Cruz County Education Leaders ,/ California Teachers Association ,/ Board of Trustees of the California State University Youth ,/ Organizations California Coalition for Youth Santa Barbara County KIDS NETWORK Other ,/ ,/ Organizations League of Women Voters Planning and Conservation League Board of Directors Asian Law Alliance California Church IMPACT California Mental Health Planning Council Catholic Charities Homeward Bound of Marin County Jericho National Multiple Sclerosis Society- CA Action Network Yes, I will support your efforts! [~ Please list me as a public supporter of the "Housing & Emergency Shelter Trust Fund Act of 2002" campaign on the November ballot. A coalition of senior organizations, business groups, nonprofit housing and homeless advocates, educators, developers, labor unions, local governments and numerous charitable organizations already have joined together to support this vital measure. It will provide emergency shelters for battered women, homeless seniors, veterans and the mentally ill and housing for moderate to low income working families, seniors, disabled persons, farm workers and many other Californians in need of quality affordable rental and ownership housing. The measure also includes specific provisions that provide for fiscal accountability at both the local and statewide levels from the Department of Housing and Community Development and the Bureau of State Audits. Please select a category: Organiz, ation Company Individual Please complete the following information: Company or Organization Name/Employer Name Title/Occupation Mailing Address City State Zip County Phone Number Fax Number E-mail Address Signature (Required) Date I can also help in the following ways: n Distribute materials O Volunteer/speak at local events [] Write a letter-to-the-editor ~ Send a letter to other potential supporters Let's join together to support this important measure and o make a significant dent in California's housing needs. Thank you for your immediate attention to this urgent matter for all Californians. Please fax this completed form to: Coalition for Emergency Shelter & Affordable Housing (916) 443-3055 or mail to: 1215 K Street, Suite 2100 Sacramento, CA 95814 Campaign ID Number: 1244196 / 7"'7 For more information, please call Beth Pendexter at (916'~ 443-33_q4 LA© July 23, 2002 Proposition 46 Housing and Emergency Shelter Trust Fund Act of 2002 Background About 150,000 houses and apartments are built in California each year. Most of these units are built entirely with private dollars. Some, however, receive subsidies from federal, state, and local governments. For some of the units that receive state funds, the state provides Iow-interest loans or grants to developers (private, nonprofit, and local governments). Typically, there is a requirement that the housing built be sold or rented to Californians with low incomes. Other state programs provide homebuyers with direct financial assistance to help with the costs of a downpayment. The amount of funds that the state has provided to these types of housing programs has varied considerably over time. In 1988 and 1990, voters approved a total of $600 million of general obligation bonds to fund state housing programs (these funds have been spent). Since that time, the state typically has spent less than $20 million annually in General Fund revenues on state housing programs. On a one-time basis, however, the state recently provided more than $350 million in General Fund revenues for these purposes. Proposal This'measure allows the state to sell $2.1 billion of general obligation bonds to fund 21 housing programs. General obligation bonds are backed by the state, meaning that the state is required to pay the principal and interest on these bonds. General Fund revenues would be used to pay these costs over about 30 years. Figure 1 describes the programs and the amount of funding that each would receive under the measure. Most of the funds would go to existing state housing programs. A number of the programs, however, are new, with details to be established by subsequent legislation. The major allocations of the bond proceeds are as follows: Multifamily Housing Programs ($1.11 Billion). This measure would fund a variety of housing programs aimed at the construction of rental housing projects, such as apartment buildings. These programs generally provide local governments, non-profit organizations, and private developers with low-interest (3 percent) loans to fund part of the construction cost. In exchange, a project must reserve a portion of its units for low-income households for a period of 55 years. This measure gives funding priority to projects in already developed areas and near existing public services (such as public transportation). Figure 1 Proposition 46 Uses of Bond Funds (In Millions) ~moun[ Multifamily Housing Programs Multifamily Housing Supportive Housing P~:eservationa Housing Trust Fundsa Health and Social Services Student H~ousing Disabled Modifications Low-interest loans for affordable housing developments. Units reserved for low-income renters in most cases for 55 years. $800.0 Low-interest loans for housing projects which also provide health and social services to low-income renters. 195.0 Funds to maintain affordability of units in projects where prior agreements are expiring. 50.0 Grants to local governments and nonprofit organizations to fund local housing programs. 2'5.0 Low-interest loans for the construction of space for health and social services connected to affordable housing projects. 20.0 Low-interest loans for housing near state universities. Units reserved for Iow-income students. 15.0 Grants for modifications to rental housing to accommodate low-income renters with disabilities. 5.0 Homeownership Programs Homebuyer's Downpayment Assistance CalHome Building Equity and Growth in Neighborhoodsa Nonprofit-Sponsored Counseling Self-Help Construction Management School Facility Fees Deferred low-interest loans up to 3 percent of home purchase price for first-time low- and moderate-income homebuyers. Variety of homeownership programs for low-income households. Grants to local governments to fund homebuyer assistance in high-density developments. $1,110.0 $117.5 115.0 75.0 12.5 10.0 Downpayment assistance for first-time, low-income homebuyers participating in specified counseling programs. Grants to organizations which assist low- and moderate- income households in building their own homes. Downpayment assistance to eligible homebuyers to cover some or all of the fees paid to school districts to fund new school facilities. 50.0 School Personnel Loans to school personnel for down payment assistance. 25.0 $405.0 Farmworker Housing Programs Farmworker Housing Low-interest loans and grants for construction of housing for farmworkers. $155.0 Migrant Workers Low-interest loans and grants for projects which serve migratory workers. 25.0 Health Services Low-interest loans and grants for farmworker housing which also provides health services. 20.0 Other Programs $200.0 Emergency Housing Grants for the construction of homeless shelters. Assistance $195.0 Jobs-Housing Grants to local governments based on the amount of housing Improvemenh they approve. 100.0 Housing Loan Insurance Insurance for high-risk housing mortgages. 85.0 Code Enforcement otants for capital cxpendituw~ for local co~e enforcement departments. Total a New program for which details would be established by subsequent legislation. 5.0 $385.0 $2,100.0 l-[omeownership Programs ($405 Million). A number of the programs funded by this measure would encourage homeownership for low- and moderate-income homebuyers. Most of the funds would be used to provide downpayment assistance to homebuyers through low-interest loans or grants. Typically, eligibility for this assistance would be based on the household's income, the cost of the home being purchased, and whether it is the household's first home purchase. Farmworker Housing ($200 MiIlion). These funds would be used to provide loans and grants to the developers of housing for farmworkers. Program funds would be used for both rental and owner- occupied housing. Other Programs ($385 Million). Additional funds would be allocated for the construction of homeless shelters, payments to cities and counties based on their approval of housing units, provision of mortgage insurance for high-risk homebuyers, and capital needs of local code enforcement departments. Most of the program funds probably would be allocated over a three- to five-year period. For many of the programs, the measure limits the length of time available for the funds to be spent. If after a specified length of time--between 18 and 48 monthsma program's funds are unspent, they would be reallocated to a different housing program. The measure provides the Legislature broad authority to make future changes to the programs funded by the measure. The measure also requires the State Auditor to perform periodic audits of the agencies administering the funds and the recipients of the funds. Impact of Funds. The funds from this measure typically would be used together with other government monies to provide housing assistance. In total, the bond funds would provide annual subsidies for about 25,000 multifamily and 10,000 farmworker households. The funds would also provide down payment assistance to about 60,000 homebuyers and help provide space for 30,000 homeless shelter beds. Fiscal Effect Bond Costs. The cost of these bonds would depend on their interest rates and the time period over which they are repaid. Generally, the interest on bonds issued by the state is exempt from both state and federal income taxesmlowering the payment amounts for the state. Historically, the type of bonds proposed by this measure have not received the federal tax exemption~resulting in a higher interest rate for the bonds. If the bonds were sold at an average interest rate of 6.25 percent (the current rate for this type of bond) and repaid over 30 years, the cost would be about $4.7 billion to pay off both the principal ($2.1 billion) and interest ($2.6 billion). The average payment would be about $157 million per year. Administrative Costs. Several agencies would experience increased costs to administer the various housing programs funded by this measure. Under existing law, a portion of the programs' allocations from the bond funds--up to about $100 million--could be used for these administrative costs. The measure also authorizes some recipients to be charged for administrative costs, thus increasing funds available for this purpose. 17-10 ~F City Hall 10300 Torte Avenue Cupertino, CA 95014-3255 (408) 777-3354 FAX (408) 777-3333 AGENDA ITEM Summary AGENDA DATE PUBLIC WORKS DEPARTMENT August 19, 2002 SUBJECT AND ISSUE Conduct a public heating and order a street name change within the city pursuant to Section 5026 of the Streets and Highways Code to change Maryknoll Court to Peralta Court, Resolution No. 02- BACKGROUND In October 2000, The O'Brien Group changed the name of Maryknoll Court to Peralta Court at the request of Mary Knoll Seminary. New signs were erected, but the developer was unaware that City Council approval was required for the street name change. There are 9 homes affected. This request was submitted to emergency response agencies and utility companies and we have received no objections to the name change. FISCAL IMPACT There is no financial impact. STAFF RECOMMENDATION Staff recommends that the City Council adopt Resolution No. 02- 1~',2., changing the street name of Maryknoll Court to Peralta Court. Submitted by: Ralph A. Qualls, Jr. Director of Public Works Approved for submission: David W. Knapp City Manager Printed on Recycled Paper DRAFT RESOLUTION NO. 02-152 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ORDERING STREET NAME CHANGE WITHIN THE CITY OF CUPERTINO PURSUANT TO SECTION 5026 OF THE STREETS AND HIGHWAYS CODE, STATE OF CALIFORNIA; CHANGE MARYKNOLL COURT TO PERALTA COURT WHEREAS, hearing on Resolution of Intention No. 02-114 was held on June 17, 2002, at a regular meeting of the City Council at 10300 Torre Avenue, Cupertino, California; WHEREAS, it appears that notice thereof was duly given as required by law; and WHEREAS, from the evidence presented, both oral and documentary, it appears to be in the best interests of the City to change the street name of Maryknoll Court to Peralta Court. NOW, THEREFORE, BE IT RESOLVED: 1. That any and all protests against said name change be and hereby are overruled and denied. 2. That the name of Maryknoll Court is hereby changed to Peralta Court. BE IT FURTHER RESOLVED: That the City Clerk be and hereby is instructed and directed to cause a certified copy of this resolution, attested to and sealed with the official seal of the City, to be recorded with the County Recorder of the County of Santa Clara, California, forthwith. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August, 2002, by the following vote: Vote AYES: NOES: ABSENT: ABSTAIN: ATTEST: Members of the City Council APPROVED: City Clerk Mayor, City of Cupertino CITY OF cuPeP t no City of Cupertino 10300 Torre Avenue Cupertino, CA 95014 (408) 777-3308 FAX (408) 777-3333 Community Development Department SUMMARY Agenda Item No. I ~] ~ Agenda Date: August 19f 2002 Application No.: Applicant: Property Owner: Property Location: GPA-2002-01, Z-2002-01, U-2002-05 (EA-2002-06) David Chui (Monta Vista Church) Chin Hsiang Co. Ltd. 10051 Pasadena Avenue Application Summary: GENERAL PLAN AMENDMENT to change the land use designation from Neighborhood Commercial/Residential to Neighborhood Commercial/Residential/Quasi-Public REZONING of a 0.45 acre parcel from P(CN, ML, Res 4-12) to P(CN, ML, BQ, Res 4-12) · USE PERMIT to allow a quasi-public use (church) in a portion of an existing office building RECOMMENDATION: The Planning Commission recommends that the City Council: 1) Approve the Negative Declaration of the Project, file no. EA-2002-06; 2) Approve the General Plan Amendment, file no. GPA-2002-01, in accordance with the model resolution; 3) Approve the Rezoning, file no. Z-2002-01, in accordance with the model resolution; and 4) Approve the Use Permit, file no. U-2002-05, in accordance with the model resolution. BACKGROUND: On June 5, 2002, The City Council authorized this general plan amendment (Exhibit A-2), necessitated by the deletion of General Plan Policy #2-80. The P.nted on Recycled Paper i 9- I 2 subiect site is surrounded on the north, east and south by buildings with a mixture of land uses: offices, retail and residential units. To the west are several rental properties with older single-family homes on them. One of these properties was recently approved for a mixed commercial office/residential building. DISCUSSION: Planning Commission Issues: The Commission supported the project. One Commissioner felt the entitlement process was too burdensome for a small quasi- public use that fitted into the neighborhood and hoped this would be addressed through the General Plan Update. The Planning Commission unanimously recommended approval of the project on a 4-0-1 vote (Chen absent). Public Issues: No one from the public spoke in opposition or support of the project. Staff received a letter from the property manager of an adjacent property (Exhibit B-2), expressing his concerns with parking, traffic, congestion and lack of outside recreational areas for children. The applicant responded to his concerns; a copy of the applicant's letter is attached (Exhibit C-2). Staff Issues: Parking and traffic will be compatible with the surrounding land uses. Children will only be present on Sundays during worship services, so outdoor recreation is not necessary. The project will bring more commercial uses to Monta Vista than are presently existing. Small quasi-public uses have not been a problem in neighborhoods or commercial areas. Staff expects to bring forward a more limited version of Policy 2-80 during the General Plan Update. Prepared by: Colin Jung, Senior Planner Sub ' d b ~-_ o Steve Piasecki Director, Community Development Approved by: David W. Knapp City Manager Enclosures: Planning Commission Resolutions Nos. 6146, 6147, 6148 Negative Declaration General Plan Amendment Resolution Zoning Ordinance Exhibit A-2: Planning Commission Staff Report dated 8/12/02 Exhibit B-2: Letter from Mark Osbom, Stonebrook Asset Mgmt. dated 8/8/02 Exhibit C-2: Letter from David Chui to Mark Osborn dated 8/12/02 G:/planning/pdreport/cc/GPA-2002-01 Page 2 RESOLUTION NO. 02-153 DRAFT A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ADOPTING AN AMENDMENT TO CHANGE THE LAND USE DESIGNATION OF A .45 ACRE PARCEL FROM NEIGHBORHOOD COMMERCIAL/RESIDENTIAL TO NEIGHBORHOOD COMMERCIAL/RESIDENTIAL/QUASI-PUBLIC (GPA- 2002-01) AND TO CHANGE THE LAND USE DESIGNATION OF A 1.57 ACRE PARCEL FROM RESIDENTIAL LOW DENSITY 1-5 DWELLING UNITS PER GROSS ACRE TO QUASI-PUBLIC (GPA-2002-02) WHEREAS, the City of Cupertino initiated applications for a General Plan Amendment as described in this resolution; and WHEREAS, the necessary public notices were given in accordance with the procedure ordinance of the City of Cupertino and the City Council has held at least one public hearing on the matter; and WHEREAS, the Application No.(s): GPA-2002-01 and GPA-2002-02, request to amend the general plan land use element NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Cupertino that after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the applications for General Plan Amendment, applications no. GPA-2002-01 and GPA-2002-02, are hereby recommended for approval with the proposed properties subject to the changes in General Plan Land Use Map shown in Exhibit A-1 and Exhibit A-2. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August 2002, by the following vote: Vote Members of the Ci_ty Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino U-2002-05 CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 RESOLUTION NO. 6146 OF THE PLANNING COMMISSION .OF THE CITY OF CUPERTINO RECOMMENDING APPROVAL OF A USE PERMIT TO ALLOW A QUASI-PUBLIC USE (CHURCH) IN A PORTION OF AN EXISTING OFFICE BUILDING AT 10051 PASADENA AVENUE SECTION I: FINDINGS WHEREAS, the Planning Commission of the City of Cupertino received an application for a Use Permit, as described on Page 1 of this Resolution; and WHEREAS, the applicant has met the burden of proof required to support said application; and has satisfied the following requirements: 1. The proposed use, at the proposed location, will not be detrimental or injurious to property or improvements in the vicinity, and will not be detrimental to the public health, safety, general welfare, or convenience; 2. The proposed use will be located and conducted in a manner in accord with the Cupertino General Plan and the purpose of this rifle. NOW, THEREFORE, BE IT RESOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the application for use permit is hereby recommended for approval, subject to the conditions which are enumerated in this Resolution beginning on Page 2 thereof; and That the subconclusions upon which the findings and conditions specified in this resolution are based and contained in the public hearing record concerning Application' as set forth in the Minutes of the Planning Commission Meeting of August 12, 2002 and are incorporated by reference as though fully set forth herein. SECTION II: PROIECT DESCRIPTION Application No.: U-2002-05 Applicant: David Chui (Monta Vista Church) Location: 10051 Pasadena Avenue Resolution No. 6146 U-2002-05 August 12, 2002 Page-2- SECTION III: CONDITIONS ADMINISTERED BY THE COMMUNITY ° o DEVELOPMENT DEPT. APPROVED EXHIBITS The recommendation of approval is based on the plan set rifled: "Monta Vista Church, 10051 Pasadena Avenue, Cupertino, CA Floor Plan, consisting of two sheets labeled 1 and 2. HOURS OF OPERATION The allowed hours of operation are 7 a.m. to 9 p.m. daily. NEIGHBORHOOD COMMERCIAL USES The first floor building tenant spaces that front on Pasadena Avenue shall be limited to the permitted uses stated in the General Commercial (CG) zoning ordinance except any office uses are prohibited. The applicant shall convert the existing ground floor office spaces fronting on Pasadena Avenue to a retail commercial or restaurant use prior to May 1, 2003. Each retail commercial or restaurant tenant space shall have direct, front door access to Pasadena Avenue. NOTICE OF FEESt DEDICATIONSt RESERVATIONS OR OTHER EXACTIONS The Conditions of Project Approval set forth herein may include certain fees, dedication requirements, reservation requirements, and other exaction's. Pursuant to Government Code Section 66020(d) (1), these Conditions constitute written notice of a statement of the amount of such fees, and a description of the dedications, reservations, and other exaction's. You are hereby further notified that the 90-day approval period in which you may protest these fees, dedications, reservations, and other exaction's, pursuant to Government Code Section 66020(a), has begun. If you fail to file a protest within this 90-day period complying with all of the requirements of Section 66020, you will be legally barred from later challenging such exactions. PASSED AND ADOPTED this 12th day of August 2002, at a regular meeting of the Planning Commission of the City of Cupertino, State of California, by the following roll, call vote: AYES: NOES: ABSTAIN: ABSENT: COMMISSIONERS: Saadati, Wong, Auerbach and Chairperson Corr COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: Chen Resolution No. 6146 U-2002-05 August 12, 2002 Page-3- ATTEST: APPROVED: /s/Steve Piasecki Steve Piasecki Director of Community Development g/plannin g/P dreport/res/U-2 002-05 /s/Charles Corr Charles Corr, Chair Cupertino Planning Commission CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 GPA-2002-01 RESOLUTION NO. 6147 OF THE PLANNING COMMISSION OF THE CITY OF CUPERTINO RECOMMENDING THE ADOPTION OF AN AMENDMENT TO THE GENERAL PLAN LAND USE MAP TO CHANGE THE LAND USE DESIGNATION FROM "NEIGHBORHOOD COMMERCIAL/RESIDENTIAL" TO "NEIGHBORHOOD COMMERCIAL/RESIDENTIAL/QUASI-PUBLIC" FOR 10051 PASADENA AVENUE SECTION I: FINDINGS WHEREAS, the City of Cupertino approved the initiation of an application for General Plan Amendment as described in Section II of this Resolution; and WHEREAS, the necessary public notices have been given in accordance with the Procedural Ordinance of the City of Cupertino; and the Planning Commission has held at least one heating on the matter; and WHEREAS, the Commission has considered the land use impacts of the proposal, file no. GPA- 2002-01. NOW, THEREFORE, BE IT RESOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the application for General Plan Amendment, application no. GPA-2002-01, is hereby recommended for approval with the proposed property subject to the change in General Plan Land Use Map shown in Exhibit A-1. BE IT FURTHER RESOLVED: That the subconclusions upon which the findings and conditions specified in this Resolution are based are contained in the Public Hearing record concerning Application GPA-2002-01, as set forth in the Planning Commission minutes of August 12, 2002 and are incorporated by reference as though fully set forth herein. SECTION II: PROJECT DESCRIPTION Application No: GPA-2002-01 (EA-2002-06) Applicant: David Chui (Monta Vista Church) Property Owner: Chin Hsiang Co. Ltd. Project Location: 10051 Pasadena Avenue, Cupertino, CA Iq-7 Resolution No. 6147 Page 2 (3PA-2002-01 August 12, 2002 PASSED AND ADOPTED this 12t~ day of August 2002, at a Regular Meeting of the Planning Commission of the City of Cupertino, State of California, by the following roll call vote: AYES: NOES: ABSTAIN: ABSENT: COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: Saadati, Wong, Auerbach and Chairperson Corr Chen ATTEST: APPROVED: /s/Steve Piasecki Steve Piasecki Director of Community Development /s/Charles Corr Charles Corr, Chair Cupertino Planning Commission g:/planning/Pdreporffres2/OPA-2002-01 Z-2002-01 CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 RESOLUTION NO. 6148 OF THE PLANNING COMMISSION OF THE CITY OF CUPERTINO RECOMMENDING THE REZONING OF A 0.45-ACRE PARCEL AT 10051 PASADENA AVENUE FROM P(CN, ML, Res 4-12) to P(CN, ML, BQ, Res 4-12) TO ALLOW QUASI-PUBLIC LAND USE ACTIVITIES SECTION I: PROJECT DESCRIPTION Application No(s): Applicant: Property Owner: Location: Z-2002-01 (EA-2002-06) David Chui (Monta Vista Church) Chin Hsiang Co. Ltd. 10051 Pasadena Avenue SECTION II: FINDINGS FOR REZONING WHEREAS, the Planning Commission of the City of Cupertino received an application for the rezoning of property, as described on this Resolution; and WHEREAS, the necessary public notices have been given in accordance with the Procedural Ordinance of the City of Cupertino, and the Planning Commission has held one or more public hearings on this matter; and WHEREAS, the Planning Commission finds that the subject rezoning meets the following requirements: 1) That the rezoning is in conformance with the General Plan of the City of Cupertino. 2) That the property involved is adequate in size and shape to conform to the new zoning designation. 3) That the new zoning encourages the most appropriate use of land. 4) That the proposed rezoning is otherwise not detrimental to the health, safety, peace, morals and general welfare of persons residing or working in the neighborhood of subject parcels. 5) That the rezoning promotes the orderly development of the city. NOW, THEREFORE, BE IT RESOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the application for change of zone is hereby recommended for approval; and That the subconclusions upon which the findings and conditions specified in this resolution are based are contained in the public hearing record concerning Application No. Z-2002-01 (EA-2002-06), as set forth in the Minutes of the Planning Commission Meeting of August 12, 2002, and are incorporated by reference as though fully set forth herein. Resolution No. 6148 Z-2002-01 August 12, 2002 Page 2 SECTION III: CONDITIONS ADMINISTERED BY THE COMMUNITY DEVELOPMENT DEPT. APPROVED EXHIBITS The recommendation of approval is based on the exhibits labeled Exhibit A: Zoning Plat map and Exhibit B: Legal Description. PASSED AND ADOPTED this 12th day of August 2002, at a Regular Meeting of the Planning Commission of the City of Cupertino, State of California, by the following roll call vote: AYES: NOES: ABSTAIN: ABSENT: COMMISSIONERS: Saadati, Wong, Auerbach and Chairperson Corr COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: Chen ATTEST: APPROVED: /s/Steve Piasecki Steve Piasecki Director of Community Development /s/Charles Corr Charles Corr, Chair Cupertino Planning Commission G :planning/pdreport/res/Z-200 2-O1 I q-/o EXHIBIT A STEVENS C REE'K lq-l~ Exhibit: B LEGAL DESCRIPTION The land referred to herein is situated in the Staue of California, County of Santa Clara, City of Cupertino, described as follows: PARCEL ONE LOTS 6, 7, 8, 9 AND 11 IN BLOCK 3, as shown upon that certain Map entitled, "Resubdivision of Subdivision No. 1, Town of Monte Vista," which Map was filed for record in =he office of the Recorder of the County of Santa Clara, State of California, on April 11, 1917 in Book "P"~..of Maps at Page 24. PARCEL TWO An easement for pedestrian traffic and for ingress and egress over 'those portions of Lots 12, 13, 14 & 15 in Block 3 of that certain Map recorded April 11, 1917 in Book P of Maps, Page 24, Santa Clara County Records; said portions being further delineated on Exhibit D of that 'Reciprocal Easement Agreement recorded November 14, 1985 in Book J518, Page 1890 of Official Records. APN: 357-17-041 ARB: 357-17-41 End of Legal Description CITY OF CUPERTINO NEGATIVE DECLARATION As provided by the Environmental Assessment Procedure adopted by the City Council of the City of Cupertino on May 27, 1973, and amended on March 4, 1974, January 17 1977, May 1, 1978, and July 7, 1980, the following described project was granted a Negative Declaration by the City Council of the City of Cupertino on August 19, 2002. PROJECT DESCRIPTION AND LOCATION EA-2002-06 Application No.: Applicant: Location: GPA-2002-01, U-2002-05, Z-2002-01 David Chui (Monta Vista Church) 10051 Pasadena Avenue DISCRETIONARY ACTION REQUEST General Plan Amendment (GPA-2002-02) to change the land use designation from Neighborhood Commercial/Residential to Neighborhood Commercial/Residential/Quasi-Public. Use Permit (U-2002-05) to allow a quasi-public use (church) in a portion of an existing office building. Rezoning (Z-2002-01) of a .45 acre parcel from P(CN, ML, Res. 4-12) to P(CN, ML, BQ, Res. 4-12) FINDINGS OF DECISIONMAKING BODY The Planr~g Comr~xssion granted a Negative Declaration since the project is consistent with the ~ene~al'Pla, fl and there are no significant environmental impacts. Stev'~ia~'ecki - - - Director of Community Development CERTIFICATE OF THE CITY CLERK This is to certify that the above Negative Declaration was filed in the Office of the City Clerk of the City of Cupertino on City Clerk g/erc/negEA200206 / ~,, /..~ Exhibit A2 LAND U~E MAP LEGEND ~ Neighborhood Commercial / Residential / Quasi-Public -- Commercial 'Store Front"/Residential/Industrial __ Light Industrial/Residential Neighborhood Commercial / Residential Residential 0-4.4 DU/Gr Ac ~ Residential 4.4-12 DU/Gr Ac 100 0 100 Feet DRAFT ORDINANCE NO. 1899 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF CUPERTINO REZONING APPROXIMATELY A 0.45-ACRE LOT FROM P(CN, ML, Res 4-12) to P(CN, ML, BQ, Res 4-12) TO ALLOW QUASI-PUBLIC LAND USE ACTIVITIES AT 10051 PASADENA AVENUE WHEREAS, an application was received by the City (Application no. Z-2002-01) for the rezoning of property to P(CN, ML, BQ, Res 4-12) (Planned Development Zoning District with Neighborhood Commercial, Light Industrial, Quasi-Public and Residential, 4-12 du/gr. Ac., Intent); and WHEREAS, the property is presently incorporated and within the City's urban service area; WHEREAS, the zoning is consistent with the City's general plan land use map, proposed uses and surrounding uses; WHEREAS, the zoning will enable the property owner to occupy the land and conduct quasi-public activities; WHEREAS, upon due notice and after one public hearing the Planning Commission recommended to the City Council that the rezoning be granted; and WHEREAS, a map of the subject property is attached hereto as Exhibit A-1 as a proposed amendment to the Master Zoning Map of the City of Cupertino.. NOW, THEREFORE, BE IT ORDAINED AS FOLLOWS: Section 1. That the property described in attached Exhibit B-1 is hereby rezoned to P(CN, ML, BQ, Res 4-12), Planned Development Zoning District; and that Exhibits A- l & B-1 attached hereto are made part of the Master Zoning Map of the City of Cupertino. Section 2. This ordinance shall take effect and be in force thirty (30) days after its passage. Ordinance No. 1899 INTRODUCED at a regular adjourned meeting of the City Council of the City of Cupertino the 19th day of August, 2002 and ENACTED at a regular meeting of the City Council of the City of Cupertino the day of ,2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino 2 ]~XI-HBIT A- 1,. STEVENS C REE'K Z .'fi. Exhibit: B - ] LEGAL DESCRIPTION The land referred :o herein is situated in the State of California, County of Santa Clara, City of Cupertino, described as follows: PARCEL ONE LOTS 6, 7, 8, 9 AND 11 IN BLOCK 3, as 'shown upon tha: certain Map entitled, "Resubdivision of Subdivision No. 1, Town of Monte Vista," which Map was filed for record in =he office of the Recorder of the County of Santa Clara, State of California, on April 11, 1917 in Book "P"_.of Maps at Page 24. PARCEL TWO An easement for pedestrian traffic and for ingress arid egress over 'those portions of Lots 12, 13, 14 & 15 in Block 3 of that certain Map recorded April 11, 1917 in Book P of Maps, Page 24, Santa Clara County Records; said portions being further delineated on Exhibit D of that 'Reciprocal Easement Agreement recorded November 14, 1985 in Book J518, Page 1890 of Official Records. APN: 357-17-041 ARB: 357-17-41 End of Legal Description CITY OF CUPERTINO 10300 Torre Avenue, Cupertino, California 95014 DEPARTMENT OF COMMUNITY DEVELOPMENT REPORT FORM Exhibit Application: U-2002-05, GPA-2002-01, Z-2002-01, EA-2002-06 Agenda Date: August 12, 2002 A ~ Applicant: David Chui (Monta Vista Church) Property Owner: Chin Hsiang Co. Ltd. Property Location: 10051 Pasadena Avenue (APN 357-17-041) Application Summary: Use Permit to allow a quasi-public use (church) in a portion of an existing office building General Plan amendment to change the land use designation from Neighborhood Commercial/Residential to Neighborhood Commercial/Residential/Quasi-Public Rezoning ora 0.45 acre parcel from P(CN, ML, Res 4-12) to P(CN, ML, BQ, Res 4-12) RECOMMENDATION Staff recommends that the Planning Commission recommend to the City Council: 1) Approval of the Negative Declaration of the Project, file no. EA-2002-06; 2) Approval of the General Plan Amendment, file no. GPA-2002-01, in accordance with the model resolution; 3) Approval of the Rezoning, file no. Z-2002-01, in accordance with the model resolution; 4) Approval of the Use Permit, file no. U-2002-05, in accordance with the model resolution; Project Data: Parcel Area: 0.45 acre Building Space (Second Floor): Building Space (First Floor): Building Use Gross Sq. Ft. Church Offices/Activity Center- 3,000 Other Tenant Office 3,000 Church Assembly 1,200 Church Related Use 960 Other Tenant Office 1,943 Retail Bookstore 536 Future Retail Commercial Use 861 Total Building Space 11,500 Parking: Required for Church Use (Weekdays): Required for Church Retail (Weekdays): 3,960/285= 14 536/250= 2 U-2002-05, GPA-2002-01, Z-2002-01 August 12, 2002 Page 2 Required for Other Office (Weekdays): Required for Other Retail (Weekdays): Total Parking Required on Weekdays: Required for Church Use ( Sunday only): Required for Other Retail (Weekends): Total Parking Required on Weekends: Parking Provided: 4,943/285= 17 861/250= 3 36 spaces 120 seats/4= 30 861/250= 3 36 spaces 42spaces BACKGROUND On March 2002 the City Council deleted Policy 2-80 from the General Plan. Consequently, new quasi-public uses proposed on non-quasi-public designated lands must seek a General Plan amendment. The applicant sought a General Plan amendment to allow partial use of an office building for a quasi-public (church) use. The current general plan land use designation for this property is "Neighborhood Commercial/Residential." The Cupertino Municipal Code Section 20.02.025 requires City Council authorization prior to initiating consideration of a General Plan Amendment. On May 29, 2002, The Planning Commission adopted Resolution No. 6138 (attached Exhibit A), recommending consideration of a general plan amendment for this site. The City Council concurred with the Commission's recommendation and authorized a general plan amendment on June 5, 2002 (See Exhibit B). DISCUSSION Land Use The applicant's project description and letter summarize their proposal (Exhibits C& D). A simplified summary is shown in the Project Data Section above. Currently, 100% of the building is used for office activities. The applicant has proposed commercial uses along Pasadena Avenue and church and office uses facing the interior parking lot and on the second story. The applicant is including commercial uses because the General Plan and zoning designations are neighborhood commercial, and because staff is encouraging commercial uses and pedestrian activity to create a stronger shopping area in Monta Vista. Staff believes that this small, quasi-public use can fit into the Monta Vista area as long as it does nOt undermine the City's commercial strategy for the area. The church use would be concentrated on the upper floor and rear building area, leaving the Pasadena Avenue frontage available for commercial tenancy. The church will locate its retail U-2002-05, GP^-2002-Ol, Z~2002-01 August 1Z 2002 Page 3 bookstore on Pasadena Avenue and has committed to leasing the other Pasadena Avenue-fronting tenant space to a future commercial tenant. Parking The weekday and weekend parking demand for the proposed mixture of uses is described in the Project Data Section above. Parking demand is based on standard parking factors used in the City's parking ordinance. Calculated demand is 36 parking stalls during weekdays and weekend. 'Actual parking provided is higher at 42 spaces. PREPARED BY: Colin Jung, Senior Planner APPROVED BY: Steve Piasecki, Community Development Director'~L_ Enclosures: Resolutions for General Plan Amendment, Rezoning and Use Permit Location Map Exhibit A: Planning Commission Resolution No. 6138 Exhibit B: City Council Action Letter on file no. GPA-2002-01 Exhibit C: Applicant's Project Description Exhibit D Letter from The Church in Los Altos, dated April 26, 2002 Initial Study and ERC Recommendation Plan Set G:Cupntmainserver/Planning/Pdreport/PC/GPA-2002-01a.doc EXHIBIT A CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 RESOLUTION NO. 6138 GPA-2002-01 OF THE PLANNING COMMISSION OF THE CITY OF CUPERTINO RECOMMENDING SETTING A PUBLIC HEAR~G FOR A GENERAL PLAN AMENDMENT TO LOCATE A QUASI-PUBLIC USE IN A NEIGHBORHOOD COMMERCIAL LAND USE DESIGNATION SECTION I: PRO~ECT DF. SCRIPTION Application No.: Applicant: Location: GPA-2002-01 The Church in Los Altos 10051 Pasadena Avenue SECTION II: FINDINGS WHEREAS, the Planning Commission of the City of Cupertino received an application for a General Plan Amendment, as described in Section I of this Resolution; and WI-IEREAS, the applicant has met the burden of proof required to support said application; and has satisfied the following requirements: 1) The proposal appears to support the existing general plan goals and objectives (although the degree of public benefit could not be fully ascertained until the project is fully assessed) because the Generai Plan designates Monta Vista as a commercial district and the application has a commercial component; 2) The existing general plan policy which precludes the proposal is based upon outdated or inaccurate information because the elimination of Policy 2-80 was based on the inappropriateness of large quasi-public uses in a non-quasi-public land use designation. This proposal is for a small quasi-public use. NOW, THERI~ORE, BE IT RRcOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the application for General Plan Amendment are hereby recommended for approval, subject to the conditions which are enumerated in this Resolution beginning on Page 2 thereof; and That the subcondusions upon which the findings and conditions specified in this Resolution are based and contained in the public hearing record concerning Application No. GPA-2002- 01 as set forth in the Minutes of the Planning Commission Meeting of May 28, 2002, and are incorporated by reference though fully set forth herein. /q..,~ Resolution No. 6138 ':":~';!:::~=::' GPA-2002-01 "'" May 28, 2002 Page 2 PASSED. AND ADOPTED this 28th day of May 2002, at a Regular Meeting of the Planning Commission of the City of Cupertino, State of California, by the following roll call vote: NOF. S: ABSTAIN: ABSENT: COMMISSIONERS: Wong, Saadati, Chen, Auerbach and Chairman Corr COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: ATTEST: APPROVED: /s/Steve Piasecki Steve Piasecki Director of Community Development / s/CharIes Corr Charles Corr, Ctmirman Planning Commission G: ~ Plannhzg ~ PDREPORT~pcUs~'por~s~ GPA-2OO2-Oltes. doc CITY OF ' CUPEI TINO City Hall 10300 Tone Avenue Cupertino, CA 95014-3255 Telephone: (408) ???-3223 FAX: (408) 777-3366 Webs'i'te:' www.¢fipcni.no.org Exhibit: B OFFICE OF THE CITY CLERK June 5, 2002 Mr. David Chui The Church in Los 'Altos 2245 Grand Road, 2nd Floor Los Altos, CA 94042 Re: Authorization for a General Plan Amendment to locate a church in an existing office building at 10051 Pasadena Avenue, Application Nt: GPA-2002-01. . Dear Mr. Chui: At their June 3, 2002, regular adjourned meeting, the Cupertino City Council authorized a public hearing to amend the General Plan to locate a small quasi-public use in an existing office building on 10051 Pasadena Avenue (within the Monta Vista Neighborhood Commercial/Residential Land Use Area). Any interested person, including the applicant, prior to seeking judicial review of the city council's decision in this matter, must first J'de a petition for reconsideration with the city clerk within' ten days after the council's decisiota ~lny petition so filed must comply with municipal ordinance code §2.08.096. Sincerely: Grace Johnson Deputy City Clerk cc: Community Development Printed on Recycled Paoer Exhibit: C PROPERTY DESCRIPTION 10051 Pasadena Avenue · 1. Request for a general plan amendment to include Quasi Public use in the Commercial/Residential general plan 2. Request for a use permit for a 1,000 square feet church assembly 3. Request for a re-zoning to include quasi public Existing and proposed uses of the building are as follows: Second Floor 5,000 s.f. office office _ 5.,000 sf 6,000 sf gross Ground Floor 4,600 s.f. office church assembly church related use office Retail Bookstore Future retail Net useable 9,600 slf. 9,600 s.f. Gross area 111500 s.f. '11,500 s.f. 1,000 sf 1,200 sfgross 800 sf 960 sfgross 1,635 sr. 1,943 sfgross 447 sf $36 sf gross 718 sf 861 sfgross Required 40 (1/285) Parking 30 (4 per space) Sundays only 30 (4/1,000) weekdays Provided Parking (Please refer to the attached calculations of shared parking for mixed use projects) TIlE CI URCH IN LOS ALTOS 2245 Grnnt Road, 2"d floor, Los Altos, California 94042 Exhibit D April 26, 2002 Honorable Mayor and City Council M~mbers City of Cupertino 10300 Torte Avenue Cupertino, CA 95014-3255 Re: Review of a proposed General Plan Amendment 10051 Pasadena Avenue, Cupertino Ladies and Gentlemen: We would like to present to the City Council a proposed General Plan Amendment for the property located at 10051 Pasadena Avenue. Currently, ~this two-story office building is designated as "commercial/residential". Due to our ~roup's desire to conduct small church assembly on Sunday mornings, we sincerely request your consideration to include "Quasi- public" use into the General Plan designation for this location. Our group is sensitive to the Planning depa~nent's interest in bringing more commercial usage to this area of Cupertino. To that effect, we propose to devote for commercial use, a majority of the ground floor fronting Pasadena Avenue. We plan to have a 500 square foot bookstore, selling Christian and inspirational books to the public, open during weekdays. Then once the 800 square feet space'on the right hand side is available (March 2003), we intend to seek out a retail "service" tenant, such as a delicatessen, coffee shop, insurance agency, real estate office or other type of neighborhood retail use. The back portion of the ground floor is for the proposed 1,200 square feet church assembly, and other office use. The entire second floor will be used for church administration, De AnTa College student work, and other office uses. For your information, the existing and proposed uses of the building are as follows: Second Floor ,' ,~,000 s.f. office 5,000 s.f. office Ground Floor 4~600 s.f. office 1,200 s.f. church assembly (facing parking lot) 2,100 s.f. office use (facing parking lot) 500 s.f. Christian Bookstore (facing Pasadena Ave) 800 s.f. future retail (facing Pasadena Ave) Required Parking Provided Parking 38.4 (4/1,000) 39 30 (4 per space) Sundays only 32 (4/1,000) weekdays 39 Honorable Mayor and City Council Members City of Cupertino April 26, 2002 Page'2 The proposed church usage schedule will be the following: Weekdays Tuesday Friday Saturday ". Sunday 8 a.m. - 5 p.m.: 8 p.m. - 9 p.m.: 7 p.m. - 9 p.m.: 7 p.m. - 9 p.m.: 10 a.m. - Noon: De Anza College student work & administration Christian Bookstore Prayer meeting (est. occupancy 25) Small gathering (est. occupancy 30) Small gathering (est. ocCUpancy 20) Church assembly (est. max. occupancy 120) During the weekdays, the church sponsors Students for the Truth, a De Anna College student club registered with the College. This facility will provide a hub for the students to study the Bible, receive counseling, and obtain tutorial assistance. On Sunday mornings, the church will meet between 10 and 12. It is the intent'of our church group to have a "small assembly" format. This will increase our ability for mutual care and edification, and will also encourage member participation. Whenever attendance exceeds 120, the group will seek ways to spread to other locations. During the past years, we have followed this guideline and have spread to Palo Alto, Los Altos, Mountain View, Santa Clara, Campbell and now Cupertino. Each church group has an average Sunday attendance of less than 100. Attached is a copy of the proposed ground level floor plan, and a site plan. Your kind consideration and comments will be greatly appreciated. Should you have any questions, I could be reached at 408-247-5331. Sincerely, THE CHURCH IN LOS ALTOS A California non-profit corporation David K. Chui, Trustee Enclosure LOCATION MAP 10051 Pasadena Avenue _,L. cREEK ' OO t~ -.:, City of Cupertino 10300 Torte Avenue Cupertino, CA 95014 (408) 777-3251 FAX (408) 777-3333 Community Development Department PROJECT DESCRIPTION: Project Title: J~b-~.~'b. ~)[~'~, Project Location: J O O ~'~ PROJECT DES.~ON: Site Area (ac.) - BuDding Cove;pge - % Exist. Building -/tl,~/~.f. Bldg.-~s.f. Zone-~~f'l~.p. Designation- Assessor's Parcel No. - ~.~'~ -'l '? -..~ ~ .. If Residential, Units/Gross Acm - 1~ / I~ Total~ Rental/Own Bdrms Total s.f. Price Unit Type #1 Unit Type #2 Unit Type ~ Unit Type ~4 Unit Type ~ Applicable Special Area Plans: (Check) ~ Monta Vista Design Guidelines [] S. De Anza Conceptual Proposed [] N. De Anza Conceptual [] S. Sam-Sunny Conceptual [] Stevens Crk Blvd. Conceptual [] Stevens Creek Blvd. SW & Landscape If Non-Residential, Building Area - ~s.f. Employees/Shift - Parking Required Project Site Is Within Cupertino Urban Service Area - FAR - Max. Parking Provided /-'/'. _~ YES ~1~ NO A. CUPERTINO GENERAL PLAN SOURCES 1. Land Use Element 2. Public Safety Element 3. Housing Element 4. Transportation Element 5. Environmental Resources 6. Appendix A- Hillside Development 7. Land Use Map 8. Noise Element Amendment 9. City Ridgeline Policy 10. Constraint Maps B. CUPERTINO SOURCE DOCUMENTS 11. Tree Preservation ordinance 778 Co 12. City Aerial Photography Maps 13. 'Cupertino Chronicle' (California History Center, 1976) 14. Geological Report (site specific) 15. Parking Ordinance 1277 16. Zoning Map 17. Zoning Code/Specific Plan Documents 18. City Noise Ordinance CITY AGENCIES Site 19. Community Development DepL List 20. Public Works Dept. 21. Parks & Recreation Department 22. Cupertino Water Utility OUTSIDE AGENCIES 23. County Planning Department 24. Adjacent Cities' Planning Depadments 25. County Departmental of Environmental Health De OUTSIDE AGENCIES (Continued) 26. Midpeninsula Regional Open Spac~ District 27. County Parks and Recreation Department 28. Cupertino Sanitary District 29. Fremont Union High School District 30. Cupertino Union School District 31. Pacific Gas and Electric 32. Santa Clare County Fire Depadment 33. County Sheriff 34. CALTRANS 35. County Transportation Agency 36. Santa Clara Valley Water District OUTSIDE AGENCY DOCUMENTS 37. BAAQMD Survey of Contaminant nxcaeses 38. FEMA Flood Mape/SCVWD Flood Maps 39. USDA, "Soils of Santa Clara County" 40. County Hazardous Waste Management Plan 41. County Heritage Resources Inventory 42. Santa Clara Valley Water District Fuel Leak Site 43. CalEPA Hazardous Waste and Sul~tances Site Fa OTHER SOURCES 44. Project Plan Set/Application Materials 45. Field Reconnaissance 46. Expeflence w/project of similar scope/characteristics 47. ABAG Projection Series Bo Ee Fo Complete all information requested on the Initial Study Cover page. LEAVE BLANK SPACES ONLY WHEN A SPECIFIC ITEM IS NOT APPLICABLE. Consult the Initial Study Source Mst; use the materials listed therein to complete, the checklist information in Categories A through O. You are encouraged to cite other relevant sources; if such sources are used, job in their flue(s) in the 'Source' column next to the question to which they relate. If you check any of the 'YES' response to any questions, you must attach, a sheet explaining the potential impact and suggest mitigation if needed. When explaining any yes response, label your answer clearly (Example 'N - 3 Historical') Please try to respond concisely, and place as many explanatory responses as possible on each paqe, Upon completing the checklist, sign and date the Preparar's Affidavit. Please attach the following materials before submitting the Initial Study to the City. ,/Project Plan Set of Legislative Document ,/'Location map with site clearly marked (when applicable) EVALUATION OF ENVIRONMENTAL IMPACTS: I. AESTHETICS -Would the project: a) Have a substantial adverse effect on a I'1 [] [] scenic vista? [5,9,24,41,44] b) Substantially damage scenic resources, [] [] [] including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway? [5,9,11,24,34,41,44] c) Substantially degrade the existing visual [] [] [] ,1~ character or quality of the site and its surroundings? [1,17,19,44] d) Create a new source of substantial light or [] [] [] glare, which would adversely affect day or nighttime views in the area? [1,16,44] II. AGRICULTURE RESOURCES: In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the Califomia Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Dept. of Conservation as an optional model to use in assessing impacts on agriculture and farmland. Would the project: a) Convert Prime Farmland, Unique [] [] [] I~' Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non- agricultural use? [5,7,39] b) Conflict with existing zoning for [] [] [] agricultural use, or a Williamson Act contract? [5,7,23] c) Involve other changes in the existing [] [] [] environment which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use? [5,7,39] [and Supporting Information Sources] Iil. AIR QUALiTY ' Where available, th~ significance criteria established by the applicable air quality management or air pollution control district may be relied upon to make the following determinations. Would the project: a) Conflict w'~J't or obstruct implementation of the applicable air quality plan? [5,37,42,44] b) Violate any air quality standard or contribute substantially to an existing or 3rojected air quality violation? [5,37,42,44] c) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors)? [4,37,44] d) Expose sensitive receptors to substantial pollutant concentrations? [4,37,44] e) Create objectionable odors affecting a substantial number of people? [4,37,44] IV. BIOLOGICAL RESOURCES -Would the project: a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? [5,10,27,44] b) Have a substantial adverse effect on any ripadan habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or US Fish and Wildlife Service? [5,10,27,44] c) Have a substantial adverse effect on federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal [and Supporting Information Sources] ~ ~_E u° · _ - ~ool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? [20,36,44] d) Interfere substantially with the movement [] [] [] of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? [5,10,12,21,26] e) Conflict with any local policies or [] [] El ordinances protecting biological resources, such as a tree preservation policy or ordinance? [11,12,41] f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural [] [] [] Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? [5,10,26,27] V, CULTURAL RESOURCES - Would the project: a) Cause a substantial adverse change in [] [] [] the significance of a historical resource as defined in §15064.57 [5,13,41] b) Cause a substantial adverse change in [] [] [] the significance of an archaeological resource pursuant to §15064.5? [5,13,41] c) Directly or indirectly destroy a unique [] [] [] ~, paleontological resource or site or unique geologic feature? [5,13,41] d) Disturb any human remains, including [] [] [] those interred outside of formal cemeteries? [1,5] VI. GEOLOGY AND SOILS - Would the project: a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury, or death involving: i) Rupture of a known earthquake fault, as [] [] [] delineated on the most recent Alquist-Prioio Earthquake Fault Zoning Map issued by the [and Supporting Information Sources] ~ ~ E ~ ~ = =, ~" _ State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42, [2,14,44] ii) Strong seismic ground shaking? [] [] [2,5,10,44] iii) Seismic-related ground failure, including [] [] [] liquefaction? [2,5,10,39,44] iv) Landslides? [2,5,10,39,44] [] [] [] b) Result in substantial soil erosion or the [] [] [] Jig, loss of topsoil? [2,5,10,44] c) Be located, on a geologic unit or soil that is [] [] [] unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction or collapse? [2,5,10,39] d) Be located on expansive soil, as defined [] [] [] in Table 18-1-B of the Uniform Building Code (1997), creating substantial risks to life or property? [2,5,10] e) Have soils incapable of adequately [] [] [] supporting the use of septic tanks or alternative waste water disposal systems where sewers am not available for the disposal of waste water? [6,9,36,39] VII. HAZARDS AND HAZARDOUS MATERIALS - Would the project: a) Create a significant hazard to the public or [] [] [] the environment through the routine transport, use, or disposal of hazardous materials? [32,40,42,43,44] b) Create a significant hazard to the public or [] [] [] the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? [32,40,42,43,44] c) Emit hazardous emissions or handle [] [] [] ~r' hazardous or acutely hazardous materials, substances, or waste within one-quarter mile ISSUES: [and Supporting Information Sources] ;_==-E _= ~ uo~ =_-~ ~ E _E of an existing or proposed sc~hool? [2,29,30,40,44] d) Be located on a site which is included on a [] [] [] list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? [2,42,40,43] e) For a project located within an airport land [] [] [] ,1~ use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard for people residing or working in the project area? [ ] f) For a project within the vicinity of a pdvate [] [] * [] airstrip, would the project result in a safety hazard for people residing or working in the project area? [ ] g) Impair implementation of or physically [] [] [] El" interfere with an adopted emergency response plan or emergency evacuation plan? [2,32,33,44] h) Expose people or structures to a [] [] [] ~1~ significant risk of loss, injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands?[1,2,44] VIII. HYDROLOGY AND WATER QUALITY - Would the project: a) Violate any water quality standards or [] [] [] waste discharge requirements? [20,36,37] b) Substantially deplete groundwater [] [] [] supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table I~vel (e.g., the production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)? [20,36,42] ISSUES: [and Supporting Information Sources] e) Create or contribute runoff water which would exceed the capacity of existing or =lanned stormwater drainage systems or provide substantial additional sources of polluted.r'. ~noff? [20,36,42] f) Otherwise substantially degrade water quality? [20,36,37] g) Place housing within a 100-year flood hazard area as mapped on a federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood hazard delineation map? [2,38] h) Place within a 100-year flood hazard area structures which would impede or redirect flood flows? [2,38] i) Expose people or structures to a significant risk of loss, injury or death involving flooding, including flooding as a result of the failure of a levee or dam? [2,36,38] j) Inundation by seiche, tsunami, or mudflow? [2,36,38] IX. LAND USE AND PLANNING - Would the project: a) Physically divide an established community? [7,12,22,41] b) Conflict with any applicable land use plan, policy, or reguiation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect? c) Conflict with any applicable habitat conservation plan or natural community conservation plan? [1,5,6,9,26] X. MINERAL RESOURCES -Would the project: a) Result in the loss of availability of a known mineral resource that would be of value to [and Supporting Information Sources] the region an~ the ~:esidents of the state? [5,10] b) Result in the loss of availability of a locally-important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? [5,10] Xl. NOISE - Would the project result in: a) Exposure of persons to, or generation of, noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? [8,18,44] b) Exposure of persons to or generation of excessive groundbome vibration or groundbome noise levels? [8,18,44] c) A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project? [8,18] d) A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project? [8,18,44] e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles bf a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? [8,18,44] f) For a project within the vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels? [8,18] XlI. POPULATION AND HOUSING -Would the project: a) Induce substantial population growth in an area. either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? [3,16,47,44] ISSUES: [and Supporting Information Sources] ~ ~_E ~ ou ~ ~ E E b) Displace substantial numbers of existing [] [] [] housing, necessitating the construction of replacement housing elsewhere? [3,16,44] c) Displace substantial numbers of people, [] [] [] necessitating the construction of replacement housing elsewhere? [3,16,44] XlII. PUBLIC SERVICES a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services: Fire protection? [19,32,44] [] [] [] Police protection? [33,44] [] [] [] Schools? [29,30,44] [] [] [] ,1~ Parks? [5,17,19,21,26,27,44] [] [] [] Other public facilities? [19,20,44] [] [] [] .1~ XlV. RECREATION - a) Would the project increase the use of [] [] 0' .1~ existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? [5,17,19,21,26,27,44] b) Does the project include recreational [] [] [] facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? [5,44] XV. TRANSPORTATION/TRAFFIC - Would the project: a) Cause an increase in traffic which is [] [] [] substantial in relation to the existing traffic SSUES: rand Supporting Information Sources] load and capqcity"'of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? [4,20,35,44] b) Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways? [4,20,44] c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks? [4,?] d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? [20,35,44] e) Result in inadequate emergency access? [2,19,32,33,44] f) Result in inadequate parking capacity? [17,44] g) Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus tumouts, bicycle racks)? [4,34] XVi. UTILITIES AND SERVICE SYSTEMS - Would the project: a) Exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board? [5,22,28,36,44] b) Require or result in the construction of new water or wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? [36,22,28,36] c) Require or result in the construction of new storm water drainage facilities or expansion of existing fadlities, the construction of which could cause significant environmental effects? [5,22,28,36,44] 11 ISSUES: [and Supporting Information Sources] e) Result in a determination by the wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? [5,22,28,36,44] f) Be served by a landfill with sufficient permitted capacity to accommodate the project's solid waste disposal needs? [?] g) Comply with federal, state, and local statutes and regulations related to solid waste? [?] a) Does the project have the potential to degrade the quality of the environment, substantially, educe the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restdct the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? [] b) Does the project have impacts that are individually limited, but cumulatively considerable? ("Cumulatively considerable" means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? c) Does the project have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly? [] [] [] [] [] [] [] I hereby certify that the information provided in this Initial Study is true and correct to the best of my knowledge and belief; I certify that I have used proper diligence in responding accurately to all questions herein, and have consulted appropriate source references when necessary to ensure full and complete disclosure of relevant environmental data. I hereby acknowledge than any substantial errors dated within this Initial Study may cause delay or discontinuance of related project review procedures, and hereby agree to hold harmless the City of Cupertino, its staff and authorized agents, from the consequences of such delay or discontinuance. Preparer's Signature ~~"~. ' ~~ Print Preparer's Name I ~,,,, ~J ~ ~,,o ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED: The environmental factors checked below would be potentially affected by this project, involving at lee.~t one impact that is a "Potentially Significant Impact" as indicated by the checklist on the following pages. [] Aesthetics [] Agriculture Resources [] Air Quality [] Biological Resources [] Cultural Resources [] Geology/Soils [] Hazards & Hazardous [] Hydrology I Water ~ Land Use I Planning Materials Quality [] Mineral Resources [] Noise [] Population / Housing [] Public Services [] Recreation 'lin Transportation/Traffic [] Utilities / Service [] Mandatory Findings of Systems Significance DETERMINATION: On the basis of this initial evaluation the Environmental Review Committee (ERC) finds that: ~ The proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. [] Although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared. [] The proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. [] The proposed project MAY have a "potentially significant impact" or "potentially significant unless mitigated" impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. [] Although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the propo_.?ed project, nothing further is required. ERG Chairperson Date Date CITY OF CUPERTINO RECOMMENDATION OF ENVIRONMENTAL REVIEW COMMITI'EE July 10, 2002 As provided by the EnVironmental Assessment Procedure, adopted by the City Council of the City of Cupertino on 'May 27, 1983, as amended, the following described project was reviewed by the Environmental Review Committee of the City of Cupertino on July 10, 2002. PROJECT DESCRIPTION AND LOCATION Application No.: Applicant: Location: GPA-2002-01, U-2002-05, Z-2002-01 (EA-2002-06) David Chui (Monta Vista Church) 10051 Pasadena Avenue DISCRETIONARY ACTION REQUEST General Plan Amendment (GPA-2002-02) to change the land use designation from Neighborhood Commercial/Residential to Neighborhood Commercial/Residential/Quasi-Public. Use Permit (U-2002-05) to allow a quasi-public use (church) in a portion of an existing office building. Rezoning (Z-2002-01) of a .45 acre parcel from P(CN, ML, Res. 4-12) to P(CN, ML, BQ, Res. 4-12) FINDINGS OF THE ENVIRONMENTAL REVIEW COMMITTEE The Environmental Review Committee recommends the granting of a Negative Declaration finding that the project is consistent with the General Plan and has no significant Steve Piasecki Director of Community Development g/erc/REC EA-2002-06 CITY OF CUPEI TINO City Hall 10300 Torre Avenue Cupertino, CA 95014-3255 Telephone: (408) 777-3223 FAX: (408) 777-3366 Website: www.cUpertino.org June 5, 2002 Mr. David Chui The Church in Los Altos 2245 Grand Road, 2nd Floor Los Altos, CA 94042 OFFICE OF THE CITY CLERK Re: Authorization for a General Plan Amendment to locate a church in an existing office building at 10051 Pasadena Avenue, Application No. GPA-2002-01. Dear Mr. Chui: At their June 3, 2002, regular adjourned meeting, the Cupertino City Council authorized a public hearing to amend the General Plan to locate a small quasi-public use in an existing office building on 10051 Pasadena Avenue (within the Monta Vista Neighborhood Commercial/Residential Land Use Area). Any interested person, including the applicant, prior to seeking judicial review of the city council's decision in this matter, must first file a petition for reconsideration with the city clerk within ten days after the council's decision. Any petition so filed must comply with municipal ordinance code §2. 08. 096. Sincerely: Grace Johnson Deputy City Clerk cc: Community Development Printed on Recycled Paper STONEBROOK Asset Management 'RECEIVED' AU, G '~ i 2_002 BY: Exhibit: B - 2 August 8, 2002 CITY OF CUPERTINO Dept. of Community Development 10300 Torre Avenue Cupertino, CA 95014 Re: U-20002-05, GPA-2002-01, Z-2002-O1, APN 357-17-041 This application to use a two-story office building for a church would seem inappropriate for the following reasons: a) Parking is limited. b) Traffic - Pasadena is a narrow, unlined street, limited to dght tum only onto Stevens Creek. c) Neighborhood congestion - Beyond the row of buildings that front on Stevens Creek, Pasadena is shared by some office and a lot of residential use. Therefore, both weekday and weekend use would impact this neighborhood. d) Outside recreation ama is non-existent Generally, the proposed use is inconsistent with, not compatible with and out of character with current uses in the neighborhood. Sincerely, Stonebrook Asset Management Co. Property Manager 21710 Stevens Creek Boulevard, Suite 200, Cupertino, California 95014-1722 · Phone [408] 257-2103 · Facsimile [408] 257-210~ /¢-,-/5 Exhibit: C- 2 August 12, 2002 Mr. Mark Osbom Property Manager Stonebrook Asset Management 21710 Stevens Creek Boulevard Cupertino, CA 95014 RE: Our application for a church use on Pasadena Avenue Dear Mr. Osborn, I received a copy of your letter to the City of Cupertino, expressing concern regarding our application. First of all, our church use is very limited and small scale. Currently our Sunday attendance averages 70. It is our intention to keep our 'church' in a small group format, so that we could have more mutuality and create an atmosphere for active participation of members. Secondly, one-half of the building will continue to be office use, currently leased to a software company. The other half will be occupied by the church. The assembly area is approx. 1,000 square feet. The rest of the space will be used for other church related administrative uses. We have also agreed to convert the front two spaces facing Pasadena Avenue for retail uses. Whenever our number exceeds 100, we seek ways to expand to other localities. In the past few years, we have followed this format, and started small 'churches' in Santa Clara, Los Altos, Mountain View, Palo Alto, and recently Campbell. They are have Sunday attendance under 100. Please allow me to address your concerns item by item: 1. Based on the staff's calculation, our parking requirement is 38, and we have 42 available. Please be assured that we will make our utmost effort to stop members from parking in your parking lot. 2. Traffic is sometimes congested along Stevens Creek. However our main thrust is on Sunday mornings, and the time is only between 10 to 12. Our other gathering times are in the evenings, usually after 8 PM. 3. We do not need to haven any recreation area for children. We provide Sunday school for the young ones. The only times when children are present are on Sunday mornings. Our church will not have day-care during the week, and will not have any schools. During the weekdays, the facility will be used by two non-profit groups as their administrative offices. We also sponsor De Anza College Students for the Truth, a Bible study group. This will provide the students a quiet place to study the Bible, learn the troth, and have some mutual fellowship. I look forward to meet with you to present to you our plan, our vision, and to answer any specific questions you may have. In the meantime, please feel free to contact me at 408- 248-6600. Thank you for your understanding. Sincerely, David K. Chui Ig-q7 CITY OF CUPEI INO City of Cupertino 10300 Torre Avenue Cupertino, CA 95014 (408) 777-3308 FAX (408) 777-3333 Community Development Department SUMMARY Agenda Item No. I~/~ Agenda Date: August 19, 2002 Application No.: Applicant: Property Owner: Property Location: U-2002-04; GPA-2002-02, EA-2002-09 Mae Ling Tien (Keiki Place) Allen Wong 10931 Maxine Drive, Cupertino Application Summary: USE PERMIT to allow a childcare facility in an existing quasi-public building. GENERAL PLAN AMENDMENT to change the land use designation on a 1.57 acre parcel from Residential Low Density 1-5 Dwelling Units per Gross Acre to Quasi-Public REQUEST for fee waiver for the General Plan Amendment. RECOMMENDATION: The Planning Commission recommends approval of: 1. The negative declaration, file number EA-2002-09; 2. The use permit application, file number U-2002-04, in accordance with the model resolution; 3. The General Plan Amendment, file number GPA-2002-03, in accordance with the model resolution; and 4. The fee waiver for the General Plan Amendment. Project Data: General Plan Designation: Residential low 1-5 DU/acre Zoning Designation: Acreage: Stories: Parking Ratio: Parking Required: Parking Supplied: BQ (Quasi-Public) 1.57 acres 1 story 1/each teacher + 8 visitor + 1/3 adult students 23 spaces (5 teachers + 8 visitor + 30 students/3) 31 spaces Project Consistency with: General Plan: Zoning: No (Requires land use map amendment) Yes Environmental Assessment: Negative Declaration recommended. PrYnted on Recycled Paper August 19, 2002 U-2002-04, GPA-2002-02, EA-2002-09 Page 2 of 4 BACKGROUND: The applicant proposes a General Plan amendment to change the land use designation on a parcel from Residential Low Density 1-5 Dwelling Units per Gross Acre to Quasi Public in order to locate a childcare center on the parcel. The applicant, Keiki Place, has also applied for a use permit to allow a childcare and parenting center at the site. The current zoning is Quasi Public and a childcare center would be consistent with the zoning. Childcare centers have been on the property from 1981 to as recently as three years ago. Because of the recent deletion of Policy 2-80 from the General Plan, which allowed quasi-public uses in any land use designation, new quasi-public uses must seek a General Plan amendment. DISCUSSION: The applicant is proposing to use the existing building on the parcel to offer childcare and parenting classes. A Use Permit application has been received and will proceed simultaneously with the General Plan Amendment. Although childcare centers have operated in the building in the past, a new use permit must be applied for since the use ceased for a period equal to a year. When the use ceases for a period of a year or more, the use permit becomes null and void. Policy 2-80 Background: Policy 2-80 contained the following text, prior to the deletion from the General Plan: "Allow public and quasi-public activities to be located within any land use designation in the General Plan upon zoning review approval to ensure compatibility with the surrounding neighborhood and the street and utility system capacity. Allow residential land uses in areas designated for quasi-public uses with appropriate zoning changes." Policy 2-80 allowed public and quasi-public projects to apply for rezoning and development permits without amending the General Plan Designation for the property. Public uses include governmental agencies and include fire stations, libraries, city corporation yards and schools. Quasi-public uses are private, often non-profit entities such as churches, large day care centers, and private schools. All other uses that are proposed on lands with land use designations that do not specifically allow the use require the initiation of a General Plan Amendment before a development application is prepared. The Amendment requirement allows the City Council to make a preliminary finding that the project is compatible with the neighborhood and the rest of the General Plan at an early stage. Because of the recent deletion of Policy 2-80 from the General Plan, new quasi-public uses must seek a General Plan amendment. The Cupertino Municipal Code Section 20.02.025 requires City Council authorization prior to initiating consideration of a General Plan Amendment. The City Council adopted Resolution No. 02-138 (attached G:~°Ianning~PDREPORT~Cc2\U-2002-04SR.doc 2 August 19, 2002 U-2002-04, GPA-2002-02, EA-2002-09 Page 3 of 4 Exhibit A), recommending consideration of a general plan amendment at its public hearing on July 15, 2002. Land Use: In reviewing the General Plan Amendment application, the Planning Commission agreed with staff that the change in land use designation would be appropriate since childcare centers have operated on the property for many years. ~ Parking: Parking demand is based on standard parking factors used in the City's parking ordinance, Chapter 19.100 of the Cupertino Municipal Code. Calculated demand is 23 parking stalls during weekdays and weekend. Actual parking provided is higher at 31 spaces. Should parking become a problem, the applicant can amend the use permit to add additional parking on a vacant portion of the parcel. Traffic: The Environmental Review Committee (ERC) expressed concern about the number of vehicles visiting the site and the impacts of such traffic on Homestead Road and Maxine Drive. To decrease the impact, ERC recommended that the center not Offer a drop-off service and limit special events that would exceed 30 people in attendance. Drop-off service to the childcare center has the potential of creating 120 trips to and from the childcare center. The applicant could apply to the Director of Community Development to exceed the 30 person limit by demonstrating a shuttle plan will be utilized. The Planning Commission agreed with staff that the drop off service would not cause a significant impact on the neighborhood since the trips will be distributed throughout the day and the center is located near the intersection of Homestead Road and Maxine Drive, limiting cut-through traffic in the neighborhood. Also, in the past, more intensive childcare centers have been located on the site with minimal impact on the neighborhood. Regarding the attendance of more than 30 students, the Planning Commission believes it is appropriate to limit the number of adult students to 30, but also stated that 30 children in addition to the adult students was appropriate. A condition of approval has been added to Planning Commission Resolution No. 6142 to reflect the increase in students. Fee Waiver: The applicant is also requesting a fee waiver in the amount of $720.00 for the General Plan Amendment. The fee waiver request is based upon the removal of Policy 2-80 from the General Plan causing an undue hardship on the applicant. The letter requesting the fee waiver is attached. The Planning Commission agreed with the staff evaluation that the fee waiver was appropriate since the property owners affected by the deletion of Policy 2-80 were not notified in advance of the deletion. G:LPlanning~DREPORT~Cc2\U-2002-04SR.doc 3 August 19, 2002 U-2002-04, GPA-2002-02, EA-2002-09 Page 4 of 4 PREPARED BY: Vera Gil, Senior Planner APPROhrED FOR Steve Piasecki, Director of Community Development SUBMITTED BY: David W. Knapp City Manager Enclosures: Resolution 02- I ~ Planning Commission Resolution No. 6142 Planning Commission Resolution No. 6143 Planning Commission Resolution No. 6151 (Minute Order) City Council Resolution No. 02-138 Letter from applicant requesting a fee waiver Negative Declaration Initial Study Project Summary Site photos Plan Set G:WlanningWDREPORT~Cc2\U-2002-04SR.doc 4 RESOLUTION NO. 02-153 DRAFT A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO ADOPTING AN AMENDMENT TO CHANGE THE LAND USE DESIGNATION OF A .45 ACRE PARCEL FROM NEIGHBORHOOD COMMERCIAL/RESIDENTIAL TO NEIGHBORHOOD COMMERCIAL/RESIDENTIAL/QUASI-PUBLIC (GPA- 2002-01) AND TO CHANGE THE LAND USE DESIGNATION OF A 1.57 ACRE PARCEL FROM RESIDENTIAL LOW DENSITY 1-5 DWELLING UNITS PER GROSS ACRE TO QUASI-PUBLIC (GPA-2002-02) WHEREAS, the City of Cupertino initiated applications for a General Plan Amendment as described in this resolution; and WHEREAS, the necessary public notices were given in accordance with the procedure ordinance of the City of Cupertino and the City Council has held at least one public hearing on the matter; and WHEREAS, the Application No.(s): GPA-2002-01 and GPA-2002-02, request to amend the general plan land use element NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Cupertino that after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the applications for General Plan Amendment, applications no. GPA-2002-01 and GPA-2002-02, are hereby recommended for approval with the proposed properties subject to the changes in General Plan Land Use Map shown in Exhibit A-1 and Exhibit A-2. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19a' day of August 2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino Iqi5-5 ExhibitA1 LAND USE MAP LEGEND Quasi-Public/Institutional Commercial/Residential Residential Low 1-5 DU/Gr Ac Residential Med/Low 5-10 DU/Gr Ac U-2002-04 CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 RESOLUTION NO. 6142 OF THE PLANNING COMMISSION OF THE CITY OF CUPERTINO RECOMMENDING APPROVAL OF A USE PERMIT TO ALLOW A CHILDCARE FACILITY IN AN EXISTING QUASI-PUBLIC BUILDING SECTION I: PROIECT DESCRIPTION Application No(s): Applicant: Location: U-2002-04 (EA-2002-09) Mae-Ling Tien (Keiki Place) 10931 Maxine Drive, Cupertino, CA SECTION II: FINDINGS FOR USE PERMIT WHEREAS, the Planning Commission of the City of Cupertino received an application for a Use Permit, as described in Section II of this Resolution; and WHEREAS, the necessary public notices have been given in accordance with the Procedural Ordinance of the City of Cupertino, and the Planning Commission has held one or more public hearings on this matter; and WHEREAS, the applicant has met the burden of proof required to support said application; and has satisfied the following requirements: 1) The proposed use, at the proposed location, will not be detrimental or injurious to property or improvements in the vicinity, and will not be detrimental to the public health, safety, general welfare, or convenience; 2) The proposed use will be located and conducted in a manner in accord with the Cupertino Comprehensive General Plan and the purpose of this title. NOW, THEREFORE, BE IT RESOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the application for Use Permit is hereby recommended for approval, subject to the conditions which are enumerated in this Resolution beginning on Page 2 thereof; and That the subconclusions upon which the findings and conditions specified in this resolution are based are contained in the public hearing record concerning Application No. U-2002-04 (EA-2002-09), as set forth in the Minutes of the Planning Commission lq 8-7 Resolution No. 6142 Page 2 U-2002-04 August 12, 2002 Meeting of August 12, 2002, and are incorporated by reference as though fully set forth herein. SECTION III: CONDITIONS ADMINISTERED BY THE COMMUNITY DEVELOPMENT DEPT. 1. APPROVED EXHIBITS: The recommendation of approval is based on the exhibits labeled Keiki Place, Sheet AP1 and dated 05-15-02, except as may be amended by the conditions contained in this resolution. NOTICE OF FEES, DEDICATIONS, RESERVATIONS OR OTHER EXACTIONS: The Conditions of Project Approval set forth herein may include certain fees, dedication requirements, reservation requirements, and other exactions. Pursuant to Government Code Section 66020(d) (1), these Conditions constitute written notice of a statement of the amount of such fees, and a description of the dedications, reservations, and other exactions. You are hereby further notified that the 90-day approval period in which you may protest these fees, dedications, reservations, and other exactions, pursuant to Government Code Section 66020(a), has begun. If you fail to file a protest within this 90-day period complying with all of the requirements of Section 66020, you will be legally barred from later challenging such exactions. o HOURS OF OPERATION: The permitted hours of operation for this business shall be from 7 a.m. to 8:30 p.m. Monday through Saturday. REDUCING TRAFFIC IMPACTS: To decrease traffic impacts, the center shall be limited to a maximum of 30 adult students and 30 children. SPECIAL EVENTS: The applicant may apply to the Director of Community Development for permission to exceed the 30-student maximum. The application shall demonstrate the utilization of a shuttle/carpool plan limiting traffic impacts on the neighborhood., APPROVED USES: The approval is granted to allow the operation of a childcare and parenting center only. No residential uses are permitted on the subject property. /q Resolution No. 6142 Page 3 U-2002-04 August 12, 2002 PASSED AND ADOPTED this 12th day of August 2002, at a Regular Meeting of the Planning Commission of the City of Cupertino, State of California, by the following roll call vote: AYES: NOES: ABSTAIN: ABSENT: COMMISSIONERS: Saadati, Wong, Auerbach and Chairperson Corr COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: Chen · ATTEST: APPROVED: /s/Steve Piasecki Steve Piasecki Director of Community Development /s/Charles Corr Charles Corr, Chairman Planning Commission GPA-2002-02 CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 RESOLUTION NO. 6143 OF THE PLANNING COMMISSION OF THE CITY OF CUPERTINO RECOMMENDING THE ADOPTION OF AN AMENDMENT TO THE GENERAL PLAN LAND USE MAP TO CHANGE THE LAND USE DESIGNATION ON A 1.57 ACRE PARCEL LOCATED AT 10931 MAXINE AVENUE FROM "RESIDENTAL LOW DENSITY 1-5 DWELLING UNITS PER GROSS ACRE" TO "QUASI-PUBLIC" SECTION I: FINDINGS WHEREAS, the City of Cupertino approved the initiation of an application for General Plan Amendment as described in Section II of this Resolution; and WHEREAS, the necessary public notices have been given in accordance with the Procedural Ordinance of the City of Cupertino; and the Planning Commission has held at least one hearing on the matter; and WHEREAS, the Commission has considered the land use impacts of the proposal, file no. GPA-2002-02. NOW, THEREFORE, BE IT RESOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the application for General Plan Amendment, application no. GPA-2002-02, is hereby recommended for approval with the proposed property subject to the change in General Plan Land Use Map shown in Exhibit A-1. BE IT FURTHER RESOLVED: That the subconclusions upon which the findings and conditions specified in this Resolution are based are contained in the Public Hearing record concerning Application GPA-2002-02, as set forth in the Planning Commission minutes of August 12, 2002 and are incorporated by reference as though fully set forth herein. Resolution No. 6143 Page 2 0PA-2002-02 August 12, 2002 SECTION II: PROJECT DESCRIPTION Application No: GPA-2002-02 (EA-2002-09) Applicant: Mae Ling Tien (Keiki Place) Property Owner: Allen Wong Project Location: 10931 Maxine Avenue, Cupertino, CA PASSED AND ADOPTED this 12th day of August, 2002, at a Regular Meeting of the Planning Commission of the City of Cupertino, State of California, by the following roll call vote: AYES: NOES: ABSTAIN: ABSENT: COMMISSIONERS: Saadati, Wong, Auerbach and Chairperson Corr COMMISSIONERS: COMMISSIONERS: ' COMMISSIONERS: Chen ATTEST: APPROVED: / s/Steve Piasecki Steve Piasecki Director of Community Development /s/Charles Corr Charles Corr, Chair Cupertino Planning Commission G APlanning~PDREPORTW~S\GPA-2002-02 res.doc Iq ~-// GPA-2002-02 CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 RESOLUTION NO. 6151 (MINUTE ORDER) OF THE PLANNING COMMISSION OF THE CITY OF CUPERTINO RECOMMENDING APPROVAL OF A FEE WAIVER FOR A GENERAL PLAN AMENDMENT SECTION I: PROIECT DESCRIPTION Application No(s): Applicant: Location: GPA-2002-02 (EA-2002-09) Mae-Ling Tien (Keiki Place) 10931 Maxine Drive, Cupertino, CA SECTION II: FINDINGS FOR USE PERMIT WHEREAS, the City Council of the City of Cupertino voted to remove Policy 2-80 from the Cupertino General Plan; and WHEREAS, the removal of Policy 2-80 from the Cupertino General Plan has caused the applicant to apply for a General Plan Amendment; and WHEREAS, the Planning Commission of the City of Cupertino received a request for a fee waiver for said General Plan Amendment; and WHEREAS, the fee waiver is based upon the undue hardship caused by the removal of Policy 2-80 from the Cupertino General Plan; and WHEREAS, the applicant has met the burden of proof required to support said request; NOW, THEREFORE, BE IT RESOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, the application for a fee waiver for the General Plan Amendment is hereby recommended to the City Council for approval; and That the subconclusions upon which the findings and conditions specified in this resolution are based are contained in the public hearing record concerning Application No. GPA-2002-02 (EA-2002-09), as set forth in the Minutes of the Planning Commission Meeting of August 12, 2002, and are incorporated by reference as though fully set forth herein. Resolution No. 6151 (Minute Order) Page 2 GPA-2002-02 August 12, 2002 PASSED AND ADOPTED this 12th day of August 2002, at a Regular Meeting of the Planning Commission of the City of Cupertino, State of California, by the following roll call vote: AYES: NOES: ABSTAIN: ABSENT: COMMISSIONERS: Saadati, Wong, Auerbach and Chairman Corr COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: Chen ATTEST: APPROVED: /s/Steve Piasecki Steve Piasecki Director of Community Development /s/Charles Corr Charles Corr, Chairman Planning Commission Iq 8-/3 RESOLUTION NO. 02-138 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO SETTING A PUBLIC HEARING FOR A GENERAL PLAN AMENDMENT TO CHANGE THE LAND USE DESIGNATION OF A 1.57 ACRE PARCEL LOCATED AT 10931 MAXINE AVENUE FROM RESIDENTIAL LOW DENSITY 1-5 DWELLING UNITS PER GROSS ACRE TO QUASI-PUBLIC WHEREAS, the city of Cupertino has received an application for a General Plan Amendment; and WHEREAS, the applicant has met the burden of proof required to support said application; and has satisfied the following requirements: l) The proposal appears to support the existing general plan goals and objectives (although the degree of public benefit could not be fully ascertained until the project is fully assessed) because the property is zoned Quasi-Public and childcare centers are an allowed use in the Quasi-Public zone; The existing general plan policy, which precludes the proposal, is based upon outdated or inaccurate information because the elimination of Policy 2-80 was based on the inappropriateness of large quasi-public uses in a non-quasi-public land use designation. This proposal is for a small quasi-public use; NOW, THEREFORE BE IT RESOLVED, that the City Council of the City of Cupertino hereby approves the setting of a public hearing for a general plan amendment to change the land use designation of a 1.57 acre parcel located at 10931 Maxine Avenue from Residential Low Density 1-5 Dwelling Units per Gross Acre to Quasi-Public. PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 15th day of July 2002 by the following vote: VOTE MEMBERS OF THE CITY COUNCIL AYES: NOES: ABSENT: ABSTAIN: Lowenthal, Chang, James, Kwok, Sandoval None None None Attest: Mayor, City of Cupertino 273 W Femdale Ave Sunnyvale, CA 94085 (408) 745-0673 maelin~keikiolace.com August 1, 2002 Cupertino City Council At'm: Vera Gil, Senior Planner 10300 Torre Avenue Cupertino, CA 95014-3202 RE: Request for Fee Waiver To the Cupertino City Council: We are requesting a waiver of the $720.00 fee required under the General Plan amendment to change the land use designation on 10931 Maxine Drive from Residential Low Density to Quasi Public. Prior to the removal of Policy 2-80 from the General Plan, we would have been allowed to obtain a use permit without the General Plan amendment. However, when the city council removed this policy earlier this year, the property owners affected by the removal of the policy were not notified. This has caused an additional fee and an undue hardship. We have consistently and diligently worked with the Planning Commission to ensure a smooth opening for our center. Without this amendment, we cannot obtain a use permit, thus preventing us from opening our childcare center Keiki Place as previously scheduled for September 2002. In this difficult economic environment, this unexpected delay in Keiki Place's opening has caused us undue hardship. In light of all these considerations, we hope the City will grant us this waiver and not financially penalize us for circumstances we have no control over. We appreciate your understanding. Sincerely, Project Manager representing property owner, Allen Wong Keiki Place CITY OF CUPERTINO NEGATIVE DECLARATION As provided by the Environmental Assessment Procedure adopted by the City Council of the City of Cupertino on May 27, 1973, and amended on March 4, 1974, January 17 1977, May 1, 1978, and July 7, 1980, the following described project was granted a Negative DeclaratiOn by the City Council of the City of Cupertino on August 19, 2002. PROIECT DESCRIPTION AND LOCATION EA-2002-09 Application No.: Applicant: Location: GPA-2002-02, U-2002-04 Allen Wong (Keiki Place) 10931 Maxine Place DISCRETIONARY ACTION REQUEST General Plan Amendment (GPA-2002-02) to change the land use designation on a 1.57- acre parcel from Residential Low Density 1-5 Dwelling Units per Gross Acre to Quasi Public. Use Permit (U-2002-04) to allow a child care facility in an existing quasi-public building. FINDINGS OF DECISIONMAKING BODY The Planning Commission granted a Negative Declaration with a maximum of 30 children with provisions to ask for allowances for special events in conjunction with the use permit and also found that the project is consistent with the General Plan and has no significant environmental impacts. Steve Piasecki Director of Community Development CERTIFICATE OF THE CITY CLERK This is to certify that the above Negative Declaration was filed in the Office of the City Clerk of the City of Cupertino on City Clerk g/erc/negEA200209 i[~ City of Cupertino 10300 'l'orre Avenue Cupertino, CA 95014 c~w oF (408) 777-3251 FAX (408) 777-3333 CUPEI TINO Community Development Department : ': ': INITIAL STUDY ~ ENVIRONMENTAE EVALUATION CHECKLIST::::' '.' .: PROJECT DESCRIPTION: fftaff Use Only File No. EA-2002-09 ase File No. GPA-2002-02 achments ~ Project Title: Keiki Place Project Location: 10931 Maxine Avenue Project Description: General Plan amendment to chan,qe the land use desi.qnation on a 1,57-acre parcel located at 10931 Maxine Avenue from Residential Low Density 1-5 Dwellin,q Units per Gross Acre to Quasi Public. Environmental Setting: Exisitinq buildin.q located in an urban settin.q. Childcare centers have operated in this building since 1983. PROJECT DESCRIPTION: Site Area (ac.) - 1.57 Building Coverage - 11% Exist. Building - 5,535 s.f. Proposed Bldg. 5,535 s.f. Zone - BQ Quasi-Public G.P. Designation -Residential Low Density 1-5 Dwellinq Units per Gross Acre Assessor's Parcel No. -326-02-052 If Residential, Units/Gross Acre - Unit Type #1 Unit Type #2 Unit Type #3 Unit Type #4 Unit Type #5 Applicable Special Area Plans: (Check) [] Monta Vista Design Guidelines Total# Rental/Own Bdrms Total s.f. Price [] S. De Anza Conceptual [] N. De Anza Conceptual [] S. Saratoga-Sunnyvale Rd. Conceptual [] Stevens Crk Blvd. Conceptual [] Stevens Creek Blvd. SW & Landscape If Non-Residential, Building Area - 5,535 s.f. FAR - Max. Employees/Shift - ~ Parking Required Project Site is Within Cupertino Urban Service Area - 11% 2._.~9 Parking Provided 3~1 YES [] NO [] ,A. CUPERTINO GENERAL PL,: .. SOURCES OUTSIDE AGEF, -'S (Continued) 1. Land Use Element 26. Midpeninsula Regional Open Space District 2. Public Safety Element 27. County Parks and Recreation Department 3. Housing Element 28. Cupertino Sanitary District 4. Transportation Element 29. Fremont Union High School District 5. Environmental Resources 30. Cupertino Union School District 6. Appendix A- Hillside Development 31. Pacific Gas and Electric 7. Land Use Map 32. Santa Clara County Fire Department 8. Noise Element Amendment 33. County Sheriff 9. City Ridgeline Policy 34. CALTRANS 10. Constraint Maps 35. County Transportation Agency 36. Santa Clara Valley Water District CUPERTINO SOURCE DOCUMENTS 11. Tree Preservation ordinance 778 12. City Aerial Photography Maps 13. 'Cupertino Chronicle" (California History Center, 1976) 14. Geological Report (site specific) 15. Parking Ordinance 1277 16. Zoning Map 17. Zoning Code/Specific Plan Documents 18. City Noise Ordinance CITY AGENCIES Site 19. community Development Dept. List 20. Public Works Dept. 21. Parks & Recreation Department 22. Cupertino Water Utility OUTSIDE AGENCIES 23. County Planning Department 24. Adjacent Cities' Planning Departments 25. County Departmental of Environmental Health Ee OUTSIDE AGENCY DOCUMENTS 37. BAAQMD Survey of Contaminant Excesses 38. FEMA Flood Maps/SCVWD Flood Maps 39. USDA, "Soils of Santa Clara County" 40. County Hazardous Waste Management Plan 41. County Heritage Resources Inventory 42. Santa Clara Valley Water District Fuel Leak Site 43. CalEPA Hazardous Waste and Substances Site OTHER SOURCES 44. Project Plan Sat/Application Materials 45. Field Reconnaissance 46. Experience w/project of similar scope/cha racteristice 47. ABAG Projection Series Complete all information requested on the Initial Study Cover page. LEAVE BLANK SPACES ONLY WHEN A SPECIFIC ITEM IS NOT APPLICABLE. B. Consult the Initial Study Source List; use the materials listed therein to complete, the checklist information in Categories A through O. C. You are encouraged to cite other relevant sources; if such sources are used, job in their title(s) in the "Source" column next to the question to which they relate. D. If you check any of the "YES" response to any questions, you must attach a sheet explaining the potential impact and suggest mitigation if needed. E. When explaining any yes response, label your answer clearly (Example "N - 3 Historical") Please try to respond concisely, and place as many explanatory responses as possible on each paqe. F. Upon completing the checklist, sign and date the Preparer's Affidavit. C. Please attach the following materials before submitting the Initial Study to the City. ,/'Project Plan Set of Legislative Document ,/Location map with site clearly marked (when applicable) EVALUATION OF ENVIRONMENTAL IMPACTS: ISSUES: ~- ~ ~., ~ ~- =. [and Supporting Information Sources] · =m E ~ .~.~ ~ ~ ; .~ a. ~o = ~ _ ~ E E I, AESTHETICS - Would the project: a) Have a substantial adverse effect on a [] [] [] [] scenic vista? [5,9,24,41,44] b) Substantially damage scenic resources, [] [] [] [] including, but not limited to, trees, rock outcroppings, and historic buildings within a state' scenic highway? [5,9,11,24,34,41,44] c) Substantially degrade the existing visual [] [] [] [] character or quality of the site and its surroundings? [1,17,19,44] d) Create a new source of substantial light or [] [] [3 [] glare, which would adversely affect day or nighttime views in the area? [1,16,44] Items a-d: No Impact: The project is not expected to have an adverse impact aesthetically. The building exists on the site and will not be altered. Trees located on the site will be retained. II. AGRICULTURE RESOURCES:,In determining whether impacts to agricultural resoumes are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Dept. of Conservation as an optional model to use in assessing impacts on agriculture and farmland. Would the project: a) Convert Prime Farmland, Unique [] [] [] [] Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non- agricultural use? [5,7,39] b) Conflict with existing zoning for [] [] [] [] agricultural use, or a Williamson Act contract? [5,7,23] c) Involve other changes in the existing [] [] [] [] environment which, due to their location or ISSUES: c .-_ [and Supporting Information Sources] nature, could result in conversion' of Farmland, to non-agricultural use? [5,7,39] III. ~R QUALI~ - Where available, the significance criteria established by the applicable air quali~ management or air pollution control distri~ may be relied upon to make the follo~ng determinations. Would the project: a) Conflict with or obstruct implementation of the applicable air quali~ plan? [5,37,42,44] b) Violate any air quali~ standard or contribute substantially to an existing or projected air quali~ violation? [5,37,42,~] c) Result in a cumulatively considerable net increase of any criteria ~llutant for which the project region is non-aEainment under an applicable federal or state ambient air quali~ standard (including releasing emissions which exceed quantitative thresholds for ozone precursom)? [4,37,44] d) Expose sensitive receptors to substantial pollutant concentrations? [4,37,44] e) Create objectionable odom affecting a substantial number of people? [4,37,44] Items a - e: No Impact: This project will not have any impact on the air quali~. It is being located in an existing childcam center and is not expected to generate more traffic than the previous childcare centers that occupied the existing building. IV. BIOLOGIC~ RESOURCES - Would the project: a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identEi~ as a ~ndidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Depa~ment of Fish and Game or U.S. Fish and WildlEe Se~ice? [5,10,27,~] ~) Have a substantial a~erse effect on any o ISSUES: e [and Supporting Information Sources] o _ = = - riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or US Fish and Wildlife Service? [5,10,27,44] c) Have a substantial adverse effect on [] [] [] '[] federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool,, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? [20,36,44] d) Interfere substantially with the movement [] [] [] [] of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? [5,1 O, 12,21,26] e) Conflict with any local policies or [] [] [] [] ordinances protecting biological resoumes, such as a tree preservation policy or ordinance? [11,12,41] f) Conflict with the provisions of an 'adopted Habitat Conservation Plan, Natural r-I [] [] [] Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? [5,10,26,27] Items a-f: No Impacts: The project is proposed on a developed site and will not impact threatened or endangered biological resources. No Habitat Conservation Plans or Natural Community Conservation Plans cover the project area. V. CULTURAL RESOURCES - Would the project: a) Cause a substantial adverse change in [] [] [] [] the significance of a historical resource as defined in § 15064.5? [5,13,41] lb)Cause a substantial adverse change in [] [] [] []' the significance of an archaeological resource pursuant to §15064.57 [5,13,41 ] c) Directly or indirectly destroy a unique [] [] [] [] SSUES: =o. [and Supporting Information Sources] · ~ E ~ = _= o ~ ~_E E = - paleontological resource or site Or unique geologic feature? [5,13,41] d) Distu~ any human remains, including ~ ~ ~ ~ those interred outside of focal cemeteries? [1,5] Item a-d: No Impact: The project is currently developed ~th quasi-public uses and is not in a sensitive amheological ama of the Ci~. There are no historical resoumes on the site. VI, GEOLOGY ~D SOILS - Would the project: a) ~pose people or structures to potential substantial a~erse effects, including the risk of loss, inju~, or death involving: i) Rupture of a known ea~hquake fault, as D D ~ D delineated on the most recent Alquist-Priolo Eadhquake Fault Zoning Map issued by the State Geol~ist for the ama or based on other substantial evidence of a known fault? Refer to Di~sion of Mines and Geology Special Publication 42. [2,14,44] ii) Strong seismic ground shaking? D D ~ D [2,5,10,44] iii) Seismic-related ground failure, including D D ~ D liquefa~ion? [2,5,10,39,44] iv) Landslides? [2,5,10,39,~] D D ~ ~ b) Result in substantial soil erosion or the D D D ~ loss of topsoil? [2,5,10,44] c) Be I~ated on a geologic unit or soil that is ~ D D ~ unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction or collapse? [2,5,10,39] d) Be I~ated on e~ansive soil, as defined D D ~ ~ in Table 18-1-B of the Uniform Building Code (1997), creating substan~al risks to life or pmpe~ [2,5,10] e) Have soils incapable of adequately D D D ~ supposing the use of septic tanks or SSUES: = = s [and Supporting Information Sources] ~. alternative waste water disposal systems where sewers are not available for the disposal of waste water? [6,9,36,39] Item a-e: No Impact: According to the Cupertino. General Plan, the site is located in a VF-1 zone for which specific hazards may include ground shaking and ground failure. The site is also in the vicinity of active faults including the Monte Vista Shannon, Berrocal and San Andreas faults and will therefore be subject to strong shaking. The site, however, does not lie within the Alquist-Priolo zones and no faults are mapped passing through the site or its immediate vicinity. Since the project is proposed in an existing building on a relatively flat lot and no landside activity is expected. There will be no soil erosion or loss of topsoil. VII. HAZARDS AND HAZARDOUS MATERIALS - Would the project: a) Create a significant hazard to the public or [] [] [] [] the environment through the routine transport, use, or disposal of hazardous materials? [32,40,42,43,44] b)'Create a significant hazard to the public or [] [] [] [] the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? [32,40,42,43,44] c) Emit hazardous emissions or handle [] [] [] [] hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? [2,29,30,40,44] d) Be located on a site which is included on a [] [] [] [] list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? [2,42,40,43] e) For a project located within an airport land [] [] [] [] use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard for people residing or working in the project area? [ ] f) For a project within the vicinity of a private [] [] [] [] o [and SuppoSing Information Sources] airstrip, would the proje~ result in a safe~ h~ard for people residing or working in the project area? [ ] g) Impair implementation of or physi~lly interfere with an adopted emergency response plan or emergency evacuation plan? [2,32,33,44] h) ~pose people or structures to a sign~icant risk of loss, inju~ or death involving wildland fires, including where wildlands are adjacent to u~anized areas or where residences are intermixed ~th wildlands?[ 1,2,44] Items a-h: No Impacts: The proposed project will not generate additional hazardous waste, increase risk of accidental explosion or release or hazardous substances, inte~ere with emergency sewices, increase exposure of people to hazardous waste or increase fire hazard in areas with flammable brush, gra~ or trees. The current project site is not listed as a contaminated site in the State of California Hazardous Waste and Substance Site List. The project site is not within a ~o-mile radius of the nearest ai~o~ (Moflet Ai~ield / San Jose Airpod). Therefore, there would be no related impacts on people residing or working in the project area. VIII. HYDROLOGY ~D WATER QUALI~ - Would the proje~: a) Violate any water qualiW standards or waste discharge requirements? [20,36,37] b) Substantially deplete groundwater supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aqu~er volume or a lowering of the local groundwater table level (e.g., the production rate of preexisting nea~y wells would drop to a level which would not sup~ existing land uses or planned uses for ~ich pe~its have been granted)? [20,36,42] e) Create or contribute runoff water which would exceed the ~paci~ of existing or planned sto~water drainage systems or provide substantial additional sources of polluted runoff? [20,36,42] ISSUES: [and Supporting Information Sources] Other public facilities? [19,20,44] Items a: No Impact: The project is located in an urbanized area served by municipal services, 'including fire protection, polica protection and maintenance of public facilities. I childcare center located in an existing building where other childcare centers have existed will not impact public services. XlV. RECREATION - a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? [5,17,19,21,26,27,44] b) Does the project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? [5,44] Items a-b: No Impact: The childcare center will provide recreational facilities for the clients. The General Plan does not require that quasi-public properties incorporate recreational facilities. XV. TRANSPORTATION/TRAFFIC - Would the project: a) Cause an increase in traffic, which is substantial in relatiOn to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? [4,20,35,44] b) Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways? [4,20,44] c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks? [4,?] d) Substantially increase hazards due to a design feature (e.g., sharp curves or I-1 [and Supporting Information Sources] o ._ e, ~° ~ e - Items a, b, c, e, and f: No Impact; The project is not located in the vicinity of any airports or landing strips. Also, the project is not expected to increase ground vibration or permanently increase noise. Item d: Less than si.qnificant impact: The noise from the child care center will temporarily increase noise for adjacent property owners. However, the increase in noise is expected to be minimal. Child care centers have existed on the property in the past with minimal impacts on the adjacent properties. Xll. POPULATION AND HOUSING - Would the Project: a) Induce substantial population growth in an [] [] [] El area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? [3,16,47,44] b) Displace substantial numbers of existing [] [] [] [] housing, necessitating the construction of replacement housing elsewhere? [3,16,44] c) Displace substantial numbers of people, [] [] [] [] necessitating the construction of replacement housing elsewhere? [3,16,44] Items a-c: No Impact: The project will not be displacing housing or people. The childcare center will have a total of three employees and is not expected to substantially increase the population in the area. XlII. PUBLIC SERVICES a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the , public services: Fire protection? [19,32,44] [] [] [] [] ......... Police protection? [33,44] [] [] [] [] Schools? [29,30,44] [] [] [] [] Parks? [5,17,19,21,26,27,44] [] [] [] [] ISSUES: [and Supporting Information Sources] X. MINERAL RESOURCES - Would the project: [] [] [] [] a) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state? [5,10] b) Result in the loss of availability of a locally-important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? [5,10] Items a-b: No Impact: Mineral resources are not known to exist on the project site. Xl. NOISE - Would the project result in: a) Exposure of persons to, or generation of, noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? [8,18,44] b) Exposure of persons to or generation of excessive ground borne vibration or ground borne noise levels? [8,18,44] c) A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project? [8,18] d) A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project? [8,18,44] e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? [8,18,44] f) For a project within the vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels? [8,18] [] [] [] [] [] [] [] [] [] [] - .o ~ " ISSUES: --" ~ E E [and Supporting Information Sources] ~ E ~ ..,=_ o f) Otherwise substantially degrade water [] ri' [] [] quality? [20,36,37] g) Place housing within a 100-year flOOd [] [] [] [] hazard area as mapped on a federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood hazard delineation map? [2,38] h) Place within a 100-year flood hazard area [] [] [] [] struCtures which would impede or redirect flood, flows? [2,38] i) Expose people or structures to a significant [] [] [] [] risk of loss, injury or death involving flooding, including flooding as a result of the failure of a levee or dam? [2,36,38] j) Inundation by seiche, tsunami, or [] [] [] [] mudflow? [2,36,38] Items a-h: No Impacts: The project is in a B flood zone as per the FIRM map, community panel number 060339- 0003C dated May 1, 1980. As indicated earlier, the site is flat with no grading or additional impermeable surface being added. IX. LAND USE AND PLANNING -Would the project: a) Physically divide an established [] [] [] [] community? [7,12,22,41] b) Conflict with any applicable land use plan, [] [] [] [] policy, or regulation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect? [1,7,8,16,17,18,44] c) Conflict with any applicable habitat [] [] [] [] conservation plan or natural community conservation plan? [1,5,6,9,26] Item b: Less then Significant Impact with Mitigation Incorporation: The land use map of the General Plan designates this property as Residential Low Density 1-5 dwelling units per gross acre. The property designation must be changed to Quasi- Public in order for the project to be in conformance with the General Plan. ISSUES: ,, · [and Supporting Information Sources] o _ ~, ~, .- -- dangerous intersections) or incompatible uses (e.g., farm equipment).'? [20,35,44] e) Result in inadequate emergency aCcess? [] [] [] [] [2,19,32,33,44] f) Result in inadequate parking capacity?. [] [] [] [] [17,44] g) Conflict with adopted policies, plans, or [] [] [] [] programs supporting alternative transportation (e.g., bus turnouts, bicycle racks)? [4,34] Items a-.q: Less than Si.qnificant Impact with Miti.qation Incorporation: The proposed project will increase traffic in the area. The existing building the project will operate from has been vacant for three years. Any use of the property will lead to an increase in traffic. The use permit will limit the activities allowed at the site to 30 students (children and adults) at a time. Special events can be held with the Director's approval of the carpooVshuttle plan. XVl. UTILITIES AND SERVICE SYSTEMS - Would the project: a) Exceed wastewater treatment [] [] [] [] requirements of the applicable Regional Water Quality Control Board? [5,22,28,36,44] b) Require or result in the construction of [] [] [] [] new water or wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? [36,22,28,36] c) Require or result in the construction of [] [] [] [] new storm water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? [5,22,28,36,44] e) Result in a determination by the [] [] [] [] wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? [5,22,28,36,44] f) Be served by a landfill with sufficient [] [] [] [] permitted capacity to accommodate the project's solid waste disposal needs? [?] ssu=s= [and Supporting Information Sources] g) Comply with federal, state, and local statutes and regulations related to solid waste? [?] ~ ~' L. . ~ radii. MANDATORY FINDINGS OF SiG, .,c'ICANCE ..* (To be omrileted by City Staff) SSUES: =-= =' [and Supporting Information Sources] · ~_E ~ ~ a) Does the project have the potential to [] degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? [] b) Does the project have impacts that are [] individually limited, but cumulatively considerable? ('Cumulatively considerable' means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? c) Does the project have environmental [] effects which will cause substantial adverse effects on human beings, either directly or indirectly?. [] PREPARER'S ~.FFIDAVIT I hereby certify that the information provided in this Initial Study is true and correct to the best of my knowledge and belief; I certify that I have used proper diligence in responding accurately to all questions herein, and have consulted appropriate source references when necessary to ensure full and complete disclosure of relevant environmental data. I hereby acknowledge than any substantial errors dated within this Initial Study may cause delay or discontinuance of related project review procedures, and hereby agree to hold harmless the City of Cupertino, its staff and authorized agents, from the consequences of such delay or discontinuance. Preparer's Signature Print Preparer's Name ENVII~ONMENTAL EVALUATION (To be completed by City Staff) ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED: The environmental factors checked below would be potentially affected by this project, involving at least one impact that is a 'Potentially Significant Impact' as indicated by the checklist on the following pages. [] Aesthetics [] Agriculture Resources [] Air Quality [] Biological Resources [] Cultural Resources [] Geology/Soils [] Hazards & Hazardous [] Hydrology / Water [] Land Use / Planning Materials Quality [] Mineral Resources [] Noise [] Population / Housing [] Public Services [] Recreation [] Transportation/Traffic \ [] Utilities / Service [] Mandatory Findings of Systems Significance DETERMINATION: On the basis of this initial evaluation the Environmental Review Committee (ERC) finds that: The proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. Although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared. The proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. The proposed project MAY have a "potentially significant impact" or "potentially significant unless mitigated" impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. Although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project, nothing further is required. Staff Evaluator ERC Chairperson July 24, 2002 Date July 24, 2002 Date Keiki Place Project Description Proposal submitted May 28, 2002 Contact Information Mac-Ling Ticn (408) 745-0673 cell (408) 828-2269 maeling(~_,keikiplace.com Project Name and Location Keiki Place 10931 Maxine Ave Cupertino, CA 95014 Land Description Parcel Number 326-02-052 Land Area 68,389 SF or 1.57 Acres Zoning Topography Orientation Frontage Visibility/Exposure Utilities B-Q - Quasi-Public (Cupertino) Level Comer 170 feet along Maxine Ave Fair Available Census Tract 5038.01 Flood Zone Flood Zone C - 060337 Panel 021 OD Dated 5.82 Improvement Description Parcel Number 326-02-052 5,535 SF Total Building Area Stories One Construction Concrete/stucco Year Built 1962 Condition On-s~parking Average Total spaces: 25 Ratio 7:1000 SF Business Description Keiki Place: Where parents learn to play and children play to learn. Keiki Place will be a child care center that offers stimulating, educational, and fun programs for children and their parents in a safe and convenient environment. We will strive to create an experience focused on quality- time, encouraging parents to be active and informed in the development of their children as well as their own self-growth. Keiki Place - Confidential and Proprietary Project Description The site was previously a child care center (Children's Creative Learning Center) as well. We propose to make some changes in the parking area to improve traffic flow, increase the number of parking spaces from 25 to 29, and add 2 handicap parking spots. Furthermore, we plan to add a ramp to make the front entrance handicap, and stroller, accessible. We have retained the guidance of V.C. Wong as our architect to ensure our designs are professional and comprehensive. Site Usage The business hours planned are fi'om 7 am to 8:30 pm Monday to Friday. The classes will be scheduled to avoid over-crowding the facility and ensure sufficient parking. The traffic impact to the neighborhood will be minimal since the property is at the front of the neighborhood. Noise considerations are minor considering the site is next to Highway 85. We plan to make landscaping improvements so that the property will be an asset to the neighborhood. Our business was approved in the past, and the zoning supports it. We believe Keiki Place will serve the Cupertino community by providing quality child care, a service that is in short supply. We hope the City of Cupertino's planning and building commissions will work with us to open Keiki Place by September, allowing us to become contributing corporate citizens. Keiki Place - Confidential and Proprietary 2 Keild Place Trees Keiki Place Trees 03 - California Pepper 04 - Olive Circumference 10' Circumference 12' Circumferences 1'6' +6 Xylosma shrubs 05 -Photinia Shrubs -(~a_:_EuGal~ 07 - 3 Mulberries 08 - Callfomla Peooer Circumference 7'2* Circumference 1' each Circumference O0 - Au~mli~n ~illo~ 10 - SYcamore 11 - Slik O~k Circumference 4'9" Circumference 4' Circumference 6'4" Circumference 8' Page 1 10'6" CITY OF CUPE INO City of Cupertino 10300 Torre Avenue Cupertino, CA 95014 (408) 777-3308 Fax: (408) 777-3333 Community Development Department Housing Services Summary Agenda Item No. ~3__.O Agenda Date: August 19, 2002 Application: U-2002-03, EA-2002-05, EXC-2002-04 Applicant (s): Hunter/Storm Associates Property Location: A?N#s: 369-40-002, 369-40-015, 369-40-016 and 369-40-017 - Cupertino Town Center Application Summary: USE PERMIT to construct a new 28,000 square foot office building with a 46 car underground parking garage and a 2,500 square foot retail space (southwest comer of the intersection of Rodrigues and Torre Avenues) and demolish two existing professional office buildings (Buildings 4 & 5) totaling 10,096 square feet to create a temporary parking lot at Cupertino Town Center. HEART OF THE CITY SPECIFIC PLAN EXCEPTION to exceed the maximum height limit from 36 ft. to 45 ft. RECOMMENDATION The Planning Commission recommends approval of: 1. Mitigated Negative Declaration, file number EA-2002-05 2. The Heart of the City exception, file number EXC-2002-04, in accordance with the Planning Commission resolution No. 6141. 3. The Use Permit application, file number U-2002-03, in accordance with the Planning Commission resolution No. 6140. Staff recommends a modification to the condition of approval No. 13 in Section IV of the Planning Commission resolution Nos. 6140 and 6141. 13. BEST MANAGEMENT PRACTICES Utilize Best Management Practices (BMPs), as required by the State Water Resources Control Board, for construction activity, which disturbs soil. BMP plans shall be included in your grading and street improvement plans. Erosion and or sediment control plan shall be provided. All paving in the plaza will consist of pavers on sand to increase permeability and reduce impacts to the storm drain system Printed on Rocycled Paper ~ - / Applications: U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates August 19, 2002 Page 2 Project Data: General Zoning Designation: Specific Plan: Project Consistency with: General Plan: Zoning: Specific Plan: Plan Designation: Commercial/Office/Residential P/P(OP) - Planned Office/Planned Professional Office Heart of the City Environmental Assessment:. Mitigated Negative Declaration Yes. Yes. Office and incidental/related commercial uses allowed in the P (OP)- Planned Office. Exception required to exceed maximum height limit from 36 ft. to 45 ft. BACKGROUND Master Plan The proposal is the first phase of the master plan for a mixed-use development at the existing Town Center office complex east of De Anza Boulevard between Rodriguez Avenue and Pacifica Avenue (see attached plan set). The original concept for the mixed-use project submitted in 2001, proposed to replace 130,200 square feet of mostly professional and medical office uses with 223,338 square feet of office space, 194 residential units and 31,960 square feet of retail space. The project received City Council authorization to initiate a General Plan amendment from the City Council to allocate residential density, office square footage and building heights. Neighbors expressed concerns related to traffic, parking, height of buildings and the general plan amendment for the project. The revised master plan retains the original mixed-use office/retail/residential concept with a reduction of office space and building heights. The revised master plan will be scheduled for a Planning Commission study session. DISCUSSION Phase 1 Proposal The applicants propose to construct a 28,000 sq.ft., two-story office building and a 46-car underground parking garage on the parking lot at the southwest comer of Rodrigues and Torre Avenues. A 2,500 sq.ft, retail/restaurant building is also proposed on the site at the comer of Town Center Lane and Torre Avenue. The two buildings are separated by a plaza because of a utility easement that runs between them. Two existing professional office buildings (Buildings 4 & 5) totaling 10,096 square feet are proposed to be demolished to create a temporary parking lot. The applicants met with the neighborhood regarding the proposed Phase 1 project. The public was generally satisfied with the overall appearance of Applications: U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates August 19, 2002 Page 3 the project. Traffic, parking and safety (in underground parking garages) were cited as neighborhood concerns. General Plan and Zoning The General Plan designation is Commercial/Office/Residential and allows office floor area ratio (FAR) of 0.33. The project site is currently zoned P (OP) - (Planned Office with office, prototype research and incidental commercial uses). The proposed project will result in an overall office FAR of 0.33, which is consistent with the General Plan. The project also includes 2,500 square feet of commercial use, which will be allocated from the commercial pool for the Heart of the City. Therefore, the Phase 1 proposal is consistent with the General Plan and Zoning. Heart Of The City Specific Plan The Heart of the City Specific Plan was developed to guide future development along Stevens Creek Boulevard and the Town Center area. The Phase 1 proposal is generally consistent with the Heart of the City Specific Plan but requires a height exception as follows: · Height Exception Findings - The General Plan height limit for this site is 30-45 feet, but the Heart of the City height limit is 36 feet. The proposed office building requires a height exception since the roof peak is 45 feet above grade. Section 1.01.030 A 3 b of the Heart of the City Development Standards allows for height exceptions, subject to City review, up to 45 feet in height for sloping portions of roofs provided they are gable roofs not exceeding a 6:12 slope. Staff supports the exception for height since the proposed building meets the Heart of the City exception findings. Architectural Design The office and retail buildings are deSigned in a "neo-Mediterranean' architectural style and are oriented toward the corner of Torre Avenue and Town Center Lane. The office building is two stories high with an underground parking garage and entries on the plaza facing Town Center Lane and Torre Avenue. The facades are articulated with an entry tower and arcade, building plane changes and inset windows. The materials proposed for the building are of a high quality and consist of a limestone base, beige color stucco for the main body of the building, inset wood windows in a dark brown, and terracotta color concrete tile for the pitched roof. The retail/cafe building is built in the same style and with the same materials as the office building. However, it has "Tuscan Yellow" walls and additional features including an octagonal corner entry feature, awnings, storefront windows, and trellises to differentiate it from the office use. The plaza is raised 2'-6" above the sidewalk and is proposed to be scored concrete in a terracotta color (a condition of approval requires pavers on sand in the plaza to improve water permeability). The plaza is landscaped with planters and trees. Street furniture including benches, outdoor dining furniture, planter pots and trashcans, and lighting are also designed to coordinate with the buildings. The architecture, plaza, landscaping and Applications: U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates August 19, 2002 Page 4 street trees along Torre and Rodriguez Avenues will help create an inviting and pedestrian- friendly atmosphere. Traffic & Circulation A traffic report was prepared by Fehr & Peers Associates, Inc. in June 2002 (Exhibit A) indicating conditions for Phase 1 and for proposed project build-out. · Year 2010 Impacts of Master Plan at Buildout - The analysis indicated that for Year 2010 conditions for master plan buildout, the intersection at De Anza Boulevard and McClellan Road (PM peak hour) would operate at LOS E during the PM peak hour. The project at buildout is expected to contribute to about 1% of the total traffic at the intersection and Phase 1 traffic about 0.2%. Staff is exploring a design for the intersection of De Anza Boulevard and McClellan Road to enable it to function more efficiently, as described in the traffic report (page 42). The applicant will be required to contribute their proportionate share of the cost to redesign the McClellan/De Anza signal. · Cut Through Traffic - Estimated trips on Rodrigues Avenue include 106 daily trips or about 3% of daily traffic (10 PM peak hour trips) east of Torre Avenue. Estimated trips east of Torre Avenue include 38 daytime trips or less than 2% of daily traffic (4 PM peak hour trips). The analysis assumed that the gate at Pacifica would not be in operation. A condition of approval will require the applicant to provide neighborhood traffic mitigation on Rodrigues Avenue. · On-Street Parking - The applicants propose to provide angled parking on Torre Avenue in the final Master plan. Staff recommends that Phase 1 be approved with the inclusion of angled parking on the west side of Torre Avenue along the project frontage and including the bulb-outs on both sides of Town Center Lane (shown on sheet A-l). This will provide an additional 5 spaces along the street and help to create a pedestrian- oriented streetscape between the project and Civic Center. Public Works has reviewed and approved the plan. A condition of approval requires a bond from the applicant for the construction of the parking spaces south of Town Center Lane (sheet MP of the plan set) if construction on the master plan does not proceed within two years from the date of the approval, of Phase 1. Civic Center Special Events The applicant has agreed to allow public parking on the site during special events in the Civic Center. A condition of approval is included to this effect. Storm Water Ouali _ty Management The Regional Water Quality Control Board is requiring local agencies to reduce impervious surface and incorporate storm water quality design techniques in their new projects. The current project site is paved asphalt parking lot. The project (including temporary parking lot) will increase landscaping area by 378 square feet, thereby Applications: U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates August 19, 2002 Page 5 reducing impervious surface area. Staff is recommending modifying condition of approval Section IV, No. 13 to addrequire that the plaza paving consist of pavers on sand to increase permeability and reduce negative impacts to the storm drain system. Environmental Review The Planning Commission recommended a Mitigated Negative Declaration with mitigations related to traffic, parking and landscaping. The mitigations are included in the project or incorporated into the conditions of approval. PLANNING COMMISSION ISSUES On July 8, 2002, the Planning Commission reviewed and approved the use permit and exception application 3-0-0 (one member was absent and another recused himself). Overall, they were pleased with the development plan. Concerns raised and addressed at the meeting are listed below: · Master plan - One member of the Commission commented that since the Phase 1 project would set the entire tone for the master plan, it would be preferable to continue the item until the entire master plan was brought forward. The rest of the Commission felt comfortable moving forward with the first phase. The Commission finally approved the project. · Tempora~ parking lot - The Commission was in favor of providing parking only around the perimeter of the temporary lot and creating a central grassy area and recommended that the lot should be paved only if the parking demand increased. A condition of approval is added to reflect this issue. · Traffic calming plan- The Commission also indicated that the design for traffic calming on Rodrigues and Torre Avenues should come back to Planning Commission for approval. A condition of approval have been added to address the this issue. PUBLIC COMMENTS Two members of the public commented on the development at the Planning Commission meeting. One of the speakers was generally supportive of the development. However he was concerned about the safety of children required to cross De Anza Boulevard because of the recent school redistricting proposals. He was also interested in ensuring that Rodrigues and Torre Avenues were safer for children to walk because they were designated safe school routes. Another speaker was supportive of the efforts of the applicants in working with the neighborhood to reduce height and intensity of the original development. He also reiterated concerns regarding school routes. The traffic calming plans for Rodrigues Avenue and the streetscape plan for Torre Avenue will address pedestrian and bike safety issues. Applications: U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates August 19, 2002 Page 6 ~~SUBMI D ~ Steve Piaseck~, Director of Community Development APPROVED BY: David W. Knapp, City Manager ENCLOSURES Planning Commission Resolution No. 6140, July 8, 2002 Planning Commission Resolution No. 6141, July 8, 2002 Staff Report for the Planning Commission public hearing, July 8, 2002 including: · Exhibit A: Traffic Report prepared by Fehr and Peers dated June 2002 · Exhibit B: Architectural Consultant Review Letter dated March 29, 2002 · Exhibit C: Concept plan for traffic calming on Rodrigues Avenue · Initial Study · Recommendation of the Environmental Review Committee Negative Declaration Planning Commission minutes, July 8, 2002 Plan set G:\Planning\PDREPORT\CC\U-2002-03cc.doc ,~O-Fa U-2002-03 CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 RESOLUTION NO. 6140 & 6141 OF THE PLANNING COMMISSION OF THE CITY OF CUPERTINO RECOMMENDING APPROVAL OF A USE PERMIT TO ALLOW THE DEMOLITION OF 10,096 SQUARE FEET OF MEDICAL/PROFESSIONAL OFFICE SPACE AND THE CONSTRUCTION OF 28,000 SQUARE FEET OF OFFICE SPACE, 2,500 SQUARE FEET OF RETAIL/RESTAURANT SPACE AND A TEMPORARY PARKING LOT ON A 12.33 GROSS ACRE SITE. SECTION I: PROIECT DESCRIPTION Application No.: Applicant: Location: U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates Southwest comer of Rodrigues Avenue and Torre Avenue (APN#s: 36940-002, 369-40-015, 36940-016 and 36940-017 - Cupertino Town Center) SECTION II: FINDINGS WHEREAS, the Planning Commission of the City of Cupertino received an application for a Use Permit, as described in Section II of this Resolution; and WHEREAS, the necessary public notices have been given in accordance with the Procedural Ordinance of the City of Cupertino, and the Planning Commission has held one or more public hearings on this matter; and WHEREAS, the applicant has met the burden of proof required to support said application; and has satisfied the following requirements: 1. The proposed use, at the proposed location, will not be detrimental or injurious to property or improvements in the vicinity, and will not be detrimental to the public health, safety, general welfare, or convenience; 2. The proposed use will be located and conducted in a manner in accord with the Cupertino General Plan and the purpose of this rifle. NOW, THEREFORE, BE IT RESOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, application no. U-2002-03 is hereby recommended for approval; and ,70-7 Resolution No. 6140 & 6141 Page 2 U-2002-03 July 8, 2002 That the subconclusions upon which the findings and conditions specified in this Resolution are based and contained in the Public Hearing record concerning Application U-2002-03, as set forth in the Minutes of the Planning Commission Meeting of July 8, 2002, and are incorporated by reference herein. SECTION III: CONDITIONS ADMINISTERED BY THE COMMUNITY DEVELOPMENT DEPT. 1. APPROVED EXHIBITS Approval is based on plan set dated June 20, 2002, entitled "Civic Park Phase One, and as amended by this resolution. DEVELOPMENT APPROVAL Approval is granted for the removal of 10,096 square feet of medical/professional office space and the construction'of 28,000 square feet of an office building, a 2,500 square foot of retail/restaurant building and a temporary parking lot, with an allocation of 2,500 square feet of new retail space from the City retail pool. o DESIGN a. Windows - All windows shall be inset at least three inches from the exterior wall surface. b. Lighting - A comprehensive lighting plan will be provided to detail accent lighting on buildings, signage and landscaping and will not cause spillover to neighboring properties or the public right-of-way. c. Signage - All signage shall be consistent with the Sign Code Title 17. Alternatively, a master sign program will need to be approved by the Planning Commission. BUILDING PERMIT APPROVAL The Director of Community Development shall review the final building permits for full conformance with this approval and the design approval prior to issuance of building permits. CONSTRUCTION MANAGEMENT PLAN A construction management plan shall be prepared by the applicant and approved by staff prior to issuance of building permits. Staging of construction equipment shall not occur within 250 feet of any residential property. LANDSCAPING a. Replacement trees - All the replacement trees shall be 48" box size minimum except for the Japanese Maples on the parking deck b. Protection plan - As part of the building permit drawings, a tree protection plan shall be prepared by a landscape architect or certified arborist for the heritage oaks affected by the construction and the six redwoods to be relocated. The tree Resolution No. 6140 & 6141 Page 3 U-2002-03 July 8,2002 protection shall be inspected and approved by the landscape architect prior to beginning construction. o TEMPORARY PARKING LOT Prior to issuance of building permits, the applicant shall submit a bond to guarantee the reconstruction of the temporary parking lot to comply with City codes (including surfacing and landscaping), to be used if construction of the master plan does not begin within two years of approval of Phase 1. The temporary parking lot shall be initially designed with paved parking around the perimeter with grass on the interior. Repaving of spaces in the grassed area shall be constructed as needed. o PARKING MANAGEMENT PLAN A parking management plan shall be prepared by the applicant that describes the parking system used by retail customers, office clients and retail/office employees and shall be subject to staff approval prior to final occupancy. The applicant shall provide an updated plan for any tenant changes that result in changes to the parking requirements. ON-STREET PARKING ALONG TORRE AVENUE a. As part of Phase 1, the applicant shall construct angled parking and sidewalk improvements on the west side of Torre Avenue along the project frontage as shown on sheet A-1 on the plan set. The bulb-outs on either side of Town Center Lane shall be incorporated into the plan. The applicants shall demonstrate alignment with the planned Civic Plaza improvements. b. Prior to issuance of building permits, the applicant shall submit a bond for the construction of the angled parking spaces south of Town Center Lane (as shown on sheet MP of the plan set) to be used if construction on the master plan does not proceed within two years from the date of the approval of Phase 1. 10. TRANSPORTATION DEMAND MANAGEMENT (TDM} MEASURES The applicant shall implement the TDM measures recommended in the Transportation Impact Analysis for Town Center Phase 1 Development by FeAr & Peers Associates, Inc. dated June 2002. The applicant shall install one secured bicycle-locking device, such as a bicycle rack, for the retail/restaurant building. In addition, six enclosed bicycle lockers shall be provided in the underground parking garage for the two-story office building. 11. TRAFFIC CALMING ALONG RODRIGUES AVENUE The applicant, as part of Phase 1, shall provide neighborhood traffic mitigation on Rodrigues Avenue. This mitigation will include traffic calming measures such as on-street parking (to off-set parking deficiencies), traffic curb bulb-outs and/or other traffic mitigation measures, as deemed appropriate, to offset the project traffic along Rodrigues Avenue (see Exhibit C for concept plan). The final plan will be finalized by staff (Planning and Public Works) in conjunction with the traffic consultant and .70 -~/ Resolution No. 6140 & 6141 Page 4 U-2002-03 July 8,2002 shall be approved by the Planning Commission prior to construction. Total contribution for Phase 1 shall not exceed $50,000. 12. DE ANZA BOULEVARD/tMcCLELLAN ROAD INTERSECTION IMPROVEMENTS As part of Phase 1, the applicant shall contribute their proportionate share of the cost to redesign the McClellan/De Anza signal to enable it to function more efficiently, as described in the traffic report (page 42). The applicant's proportionate share will equal the increment of new traffic added to the intersection compared to the new traffic from the near term build-out in the surrounding area. Total contribution for Phase 1 shall not exceed $50,000. 13. CIVIC CENTER SPECIAL EVENTS The applicant shall allow public parking on the Town Center site for special events in the Civic Center. The terms and conditions of the agreement (including times and responsibilities) shall be determined by the Director of Community Development, City Attorney and the applicant. 14. TRANSFORMERS Electrical transformers, telephone vaults, backflow preventers and similar above ground equipment enclosures shall be screened with fencing and landscaping or located underground such that said equipment is not visible from public street areas. Said equipment locations shall be determined prior to issuance of building permits. 15. SANITARY DISTRICT Prior to obtaining a permit for occupancy, the applicant shall provide written confirmation from the Cupertino Sanitary District that adequate capacity is available for the project or the applicant shall make the necessary improvements to ensure adequate capacity for the project. 16. NOTICE OF FEES, DEDICATIONS, RESERVATIONS OR OTHER EXACTIONS The Conditions of Project Approval set forth herein may include certain fees, dedication requirements, reservation requirements, and other exactions. Pursuant to Government Code Section 66020(d) (1), these Conditions constitute written notice of a statement of the amount of such fees, and a description of the dedications, reservations, and other exactions. You are hereby further notified that the 90-day approval period in which you may protest these fees, dedications, reservations, and other exactions, pursuant to Government Code Section 66020(a), has begun. If you fail to file a protest within this 90-day period complying with all of the requirements of Section 66020, you will be legally barred from later challenging such exactions. 17. PEDESTRIAN EASEMENT Pedestrian easements over the sidewalk area and through the interior pedestrian paths and plaza shall be prepared by the developer, approved by the City Attorney and recorded against the subject property prior to issuance of building permits. ,,?o Resolution No. 6140 & 6141 Page 5 U-2002-03 July 8, 2002 SECTION IV: CONDITIONS ADMINISTERED BY THE PUBLIC WORKS DEPARTMENT STREET WIDENING Street widening, improvements and dedications shall be provided in accordance with City Standards and specifications and as required by the City Engineer. CURB AND GUTTER IMPROVEMENTS Curbs and gutters, sidewalks and related structures shall be installed in accordance with grades and standards as specified by the City Engineer. o STREET LIGHTING INSTALLATION Street lighting shall be installed and shall be as approved by the City Engineer. Lighting fixtures shall be positioned so as to preclude glare and other forms of visual interference to adjoining properties, and shall be no higher than the maximum height permitted by the zone in which the site is located. 4. FIRE HYDRANT Fire hydrants shall be located as required by the City. 5. TRAFFIC SIGNS Traffic control signs shall be placed at locations specified by the City. ° STREET TREES Street trees shall be planted within the Public Right of Way and shall be of a type approved by the City in accordance with Ordinance No. 125. ° GRADING Grading shall be as approved and required by the City Engineer in accordance with Chapter 16.08 of the Cupertino Municipal Code. 401 Certifications and 404 permits maybe required. Please contact Army Corp of Engineers and/or Regional Water Quality Control Board as appropriate. DRAINAGE Drainage shall be provided to the satisfaction of the City Engineer. Pre and Post- development calculations must be provided to identify how much runoff will be directed to our storm drain facilities. 9. FIRE PROTECTION Fire sprinklers shall be installed in any new construction to the approval of the City. 10. UNDERGROUND UTILITIES The developer shall comply with the requirements of the Underground Utilities Ordinance No. 331 and other related Ordinances and regulations of the City of Cupertino, and shall coordinate with affected utility providers for installation of underground utility devices. The developer shall submit detailed plans showing Resolution No. 6140 & 6141 Page 6 U-2002-03 July 8, 2002 utility underground provisions. Said plans shall be subject to prior approval of the affected Utility provider and the City Engineer. 11. IMPROVEMENT AGREEMENT The project developer shall enter into a development agreement with the City of Cupertino providing for payment of fees, including but not limited to checking and inspection fees, storm drain fees, park dedication fees and fees for undergrounding of utilities. Said agreement shall be executed prior to issuance of construction permits. f. Map Checking Fees: g. Park Fees: Fees: a. Checking & Inspection Fees: $ 6% of Off-Site Improvement Cost or $2,268.00 minimum b. Gradin§ Permit: $ 6 % of Site Improvement Cost c. Development Maintenance Deposit:$ 3,000.00 d. Storm Drainage Fee: $ 2,420/acre e. Power Cost: ** N/A N/A Bonds: Faithful Performance Bond: 100% of Off-site and On-site Improvements Labor & Material Bond: 100% of Off-site and On-site Improvement On-site Grading Bond: 100% of site improvements. The fees described above are imposed based upon the current fee schedule adopted by the City Council. However, the fees imposed herein may be modified at the time of recordation of a final map or issuance of a building permit in the event of said change or changes, the fees changed at that time will reflect the then current fee schedule. ** Developer is required for one-year power cost for streetlights 12. FIRE ACCESS LANES Emergency fire access lanes shall be recorded as fire lane easements on the final map and shall meet Central Fire District standards. 13. BEST MANAGEMENT PRACTICES Utilize Best Management Practices (BMP's), as required by the State Water Resources Control Board, for construction activity, which disturbs soft. BMP plans shall be included in your grading and street improvement plans. Erosion and or sediment control plan shall be provided. 14. DIAGONAL PARKING Resolution No. 6140 & 6141 Page 7 U-2002-03 July 8, 2002 Diagonal parking can be constructed along the western side of Torre Avenue. Additional right of way needed to accommodate this diagonal parking must be attained from the applicant's portion of the lot, not the City's: 15. TRASH ENCLOSURES The trash enclosure plan must be designed to the satisfaction of the City Engineer and the Director of Community Development. Clearance by the Public Works and Community Development Department is needed prior to obtaining a building permit. PASSED AND ADOPTED this 8th day of July 2002, at a Regular Meeting of the Planning Commission of the City of Cupertino by the following roll call vote: AYES: NOES: ABSTAIN: ABSENT: COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: Chen, Saadati, Wong and Chairperson Auerbach Corr ATTEST: APPROVED: /s/Steve Piasecki Steve Piasecki Director of Community Development /s/Marc Auerbach Marc Auerbach, Chairperson Cupertino Planning Commission G: \ Planning \ PDREPORT\ RES \ U-2002-03 res.doc CITY OF CUPERTINO 10300 Torre Avenue, Cupertino, California 95014 DEPARTMENT OF COMMUNITY DEVELOPMENT REPORT FORM Application: U-2002-03, EA-2002-05, EXC-2002-04 Agenda Date: July 8, 2002 Applicant (s): Hunter/Storm Associates Property Location: APN#s: 369-40-002, 369-40-015, 369-40-016 and 369-40-017 - Cupertino Town Center Project Data: General Plan Designation: Zoning Designation: Specific Plan: Project Consistency with: General Plan: Zoning: Specific Plan: Environmental Assessment: Negative Declaration Commercial/Office/Residential P/P(OP) - Planned Office/Planned Professional Office Heart of the City Yes. Yes. Office and incidental/related commercial uses allowed in the P (OP)- Planned Office. Exception required to exceed maximum height limit from 36 ft. to 45 ft. Application Summary: Use Permit to construct a new 28,000 square foot office building with a 46 car underground parking garage and a 2,500 square foot retail space (southwest comer of the intersection of Rodrigues and Torre Avenues) and demolish two existing professional office buildings (Buildings 4 & 5) totaling 10,096 square feet to create a temporary parking lot at Cupertino Town Center. The application includes an exception to the Heart of the City Specific Plan to exceed the maximum height limit from 36 ft. to 45 ft. RECOMMENDATION Staff recommends that the Planning Commission recommend approval of: 1. Mitigated Negative Declaration, file number EA-2002-05 2. The Heart of the City exception, file number EXC-2002-04, subject to the model resolution. 3. The Use Permit application, file number U-2002-03, in accordance with the model resolution. BACKGROUND Master Plan The proposal is the first phase of the master plan for a mixed-use development at the existing Town Center office complex east of De Anza Boulevard between Rodriguez Avenue and Pacifica Avenue (see attached plan set). The original concept for the mixed- use project submitted in 2001, proposed to replace 130,200 square feet of mostly ,?0 -/~/ Applications: July 8, 2002 Page 2 U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates professional and medical office uses with 223,338 square feet of office space, and construct 194 residential units and 31,960 square feet of retail space. The project was planned around a central 0.5 acre park linking it to City Hall. The project required General Plan amendments to increase the square footage allocation for office space, residential density and heights beyond the allowable amount in the General Plan and the Heart of the City Specific Planning Area. The project received authorization to initiate a General Plan amendment from the City Council on February 5, 2001. The applicants met with the neighborhood in a series of four meetings in the summer of 2001 regarding the original master plan. Notices were sent to residents within a 1000-foot radius of the project site. The primary concerns expressed at the meetings were traffic, parking, height of buildings and the general plan amendment for the project. The applicant intends to submit a revised master plan within the next 60 days. The revised plan will retain the original mixed-use office/retail/residential concept with a reduction of office space and building heights. The applicants met with the neighborhood regarding the proposed Phase 1 project. The public was generally satisfied with the overall appearance of the project. Traffic, parking and safety (in underground parking garages) were cited as neighborhood concerns. Phase 1 Proposal The proposed project site at the southwest comer of Rodrigues and Torre Avenues is currently a parking lot and was identified in the original Master plan as a residential and retail/restaurant building with a parking garage. Two existing office buildings in the Town Center complex (Buildings 4 and 5) totaling 10,096 square feet are proposed to be demolished in Phase 1 to provide a temporary parking lot for the project site. The following table indicates the various uses including existing, Phase 1 and proposed buildout. Existing Office - Medical Existing Office - General (sq.ft.) New Office - Medical (sq.ft.) New Office - General (sq.ft.) Total Office sq.ft. -(new and old) 91,964 8Z614 56,105 6Z534 66,518 2Z487 0 20,400 28,000 121,000 Residential (units) 159,228 177,132 225,000 Retail (sq.ft.) 0 0 10,000 Restaurant (sq.ft./seats) 0 2,500 10,000 0 200 Applications: July 8, 2002 Page 3 U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates DISCUSSION General Plan and Zoning The General Plan designation is Commercial/Office/Residential and allows office floor area ratio (FAR) of 0.33. The project site is currently zoned P (OP) - (Planned Office with office, prototype research and incidental commercial uses). The proposed project will result in an overall office FAR of 0.33, which is consistent with the General Plan. The project also includes 2,500 square feet of commercial use, which will be allocated from the commercial pool for the Heart of the City (currently about 152,000 square feet is available). Therefore, the Phase 1 proposal is consistent with the General Plan and Zoning. HEART OF THE CITY SPECIFIC PLAN The Heart of the City Specific Plan was developed to guide future development along Stevens Creek Boulevard. The Specific Plan provides development standards and design guidelines for various land uses including: commercial, multi-unit residential and mixed use residential and retail. The Phase 1 proposal is generally consistent with the Heart of the City Specific Plan. Height Exception Findings The General Plan height limit for this site is 3045 feet, but the Heart of the City height limit is 36 feet. The proposed office building requires a height exception since the roof peak is 45 feet above grade. Section 1.01.030 A 3 b of the Heart of the City Development Standards allows for height exceptions, subject to City review, up to 45 feet in height for sloping portions of roofs provided they are gable roofs not exceeding a 6:12 slope. Staff supports the exception for height since the proposed building meets the Heart of the City exception findings. ARCHITECTURAL DESIGN The office and retail buildings are designed in a "neo-Mediterranean" architectural style and are oriented toward the corner of Torre Avenue and Town Center Lane. The buildings are separated because of a utility easement that runs between the buildings. The office building is two stories high with an underground parking garage. It incorporates a pitched tile roof supported by wood brackets and entries along Torre Avenue and the plaza facing Town Center Lane. The building has a highly defined limestone base extending about three-quarters the height of the first story. The underground garage is mostly submerged and is screened with landscaped planters along the Torre elevation. The first story has large arched windows and an arcade along Torre Avenue. The second level has a simpler design consisting of smaller recessed windows framed by pilasters. The facades are articulated with an entry tower and arcade, building plane changes and inset windows. The materials proposed for the Applications: July 8, 2002 Page 4 U-2002-0>, EA-2002-05, EXC-2002-04 Hunter/Storm Associates building are of a high quality and consist of a limestone base, beige color stucco for the main body of the building, inset wood windows in a dark brown, and terracotta color concrete tile for the pitched roof. The retail/cafe building is built in the same style and with the same materials as the office building. However, it has "Tuscan Yellow" walls, dark green awnings, and additional features including an octagonal comer entry feature, storefront windows, and trellises to differential it from the office use. The building is open to street view along Torre Avenue and Town Center Lane with large windows lining the indoor dining area and includes outdoor dining on the plaza. The plaza is raised 2'-6" above the sidewalk and will be scored concrete in a terracotta color with beige divider bands and dark brown insets. The plaza is landscaped with planters and trees. Lighting for the project consists of high-quality architectural light standards in a dark green color and coordinated wall-mounted lights and bollards. Street furniture including benches, outdoor dining furniture, planter pots and trash cans, is also designed to coordinate with the buildings. The architecture, plaza, landscaping and street trees along Torre and Rodriguez Avenues will help create an inviting and pedestrian-friendly atmosphere. A material board will be available at the meeting. The project was reviewed by Larry Cannon, the City's architectural consultant (see Exhibit B), who was generally pleased with the project and site design but recommended an alternate design for the entrance elevations. The design was modified by the applicant and is part of the plan set. Staff recommends approval on the design. TRAFFIC & CIRCULATION Traffic Analysis A traffic report was prepared by Fehr & Peers Associates, Inc. in June 2002 (Exhibit A) indicating conditions for Phase 1 and for proposed project build-out. The proposed mixed-use project is expected to generate a total of 515 daily trips, with 50 AM peak hour trips and 54 PM peak hour trips. Based on the estimated current volume of Stevens Creek Boulevard (between 30,000-33,000 cars/day), staff does not consider 515 daily trips to be significant. The traffic report analyzed the following intersections for impacts over background conditions (already approved and pending projects): · De Anza Boulevard/Stevens Creek Boulevard · De Anza Boulevard/Rodrigues Avenue · De Anza Boulevard/McClellan Road · De Anza Boulevard/Bollinger Road · Stevens Creek Boulevard/Torre Avenue · Stevens Creek BoulevardBlaney Avenue Applications: July 8, 2002 Page 5 U-2002-0~, £A-2002-05, EXC-2002-04 Hunter/Stol m Associates · Blaney Avenue/Bollinger Road · Rodrigues Avenue/Torre Avenue · Blaney Avenue/Rodrigues Avenue · Torre Avenue/Pacifica Drive The minimum acceptable operating level of service for an intersection in the City of Cupertino is LOS D with two exceptions; LOS E+ for the Stevens Creek Boulevard/De Anza Boulevard and De Anza Boulevard/Bollinger Road intersections. The analysis indicates that the proposed Phase 1 project will not cause any change in LOS above the Background Conditions. Therefore, the project will not cause a significant impact at any of the City or CMP-monitored (Santa Clara County Congestion Management Program) intersections under the City's Transportation Impact Analysis and/or the Santa Clara County CMP Transportation Impact Analysis guidelines. Based on the analysis provided in the traffic report, the project will not have significant traffic impacts. Year 2010 Impacts Year 2010 conditions were analyzed to determine the project's traffic impacts under cumulative conditions. The existing traffic counts were increased by an annual growth factor of 1.2% and pending projects within the City were included in this scenario. The analysis indicated that the intersection at De Anza Boulevard and McClellan Road (PM peak hour) would operate at LOS E during the PM peak hour. Staff is exploring a design to simplify and enhance the intersection of De Anza Boulevard and McClellan Road adding a second northbound left-turn lane (going west on McClellan Road) and restrict±ng Pacifica Drive to right-turns. The traffic analysis indicates that this design would improve the LOS at the intersection of De Anza Boulevard and McClellan Road to LOS D during the PM peak hour. The project at buildout is expected to contribute to about 1% of the total traffic and Phase 1 traffic about 0.2%. The applicant will be required to contribute their proportionate share of the cost to redesign the McClellan/De Anza signal to enable it to function more efficiently, as described in the traffic report (page 42). The applicant's proportionate share will equal the increment of new traffic added to the intersection compared to the new traffic from the near term build-out in the surrounding area. Cut Through Traffic The traffic analysis indicates the following patterns of cut-through traffic: · Rodrigues Avenue - Project traffic will use Rodrigues Avenue to access De Anza Boulevard or Blaney Avenue to and from Bollinger Road. Estimated trips on Rodrigues Avenue include 10 PM peak hour trips (106 daily trips or about 3% of daffy traffic) east of Torre Avenue. · Pacifica Avenue - Project traffic may cut through Pacifica Avenue to get to and from De Anza Boulevard or Blaney Avenue. The analysis assumed that the gate at Pacifica would not be in operation. The traffic analysis estimated that there would be 4 PM peak hour trips (38 daytime trips or less than 2% of daffy traffic) on Pacifica Avenue east of torre Avenue. · SiIverado Avenue - No cut-through traffic is expected on Silverado Avenue. .RO Applications: July 8, 2002 Page 6 u-2002-03, £A-2002-05, EXC-2002-04 Hunter/Storm Associates The Environmental Review Committee identified Rodrigues Avenue and Pacifica Drive as requiring mitigation measures for cut-through traffic. Staff believes the impacts on Pacifica Drive are relatively low and are partially addressed by the applicant's participation in potential improvements to the McClellan/De Anza traffic signal. If implemented, the signal redesign will make it more difficult to use Pacifica as a through route between McClellan Road and Blaney Avenue, thereby reducing the peak hour traffic on Pacifica Drive. A condition of approval will therefore require the applicant to provide neighborhood traffic mitigation on Rodrigues Avenue. This mitigation will include traffic calming measures such as on-street parking (to off-set parking deficiencies), traffic curb bulb-outs and/or other traffic mitigation measures, as deemed appropriate, to offset the project traffic that will use the street (see Exhibit C for concept plan). Shared Parking The new office and retail buildings will share parking with existing uses on the entire site, which include professional office and medical office uses. The parking ordinance requires 786 spaces for the project site. The project proposes 752 spaces leaving a deficit of 34 spaces. The traffic analysis includes a parking utilization study for the site and parking surveys for similar projects in the area and concludes that a maximum of 722 spaces would be required for the site. Municipal Code Section 19.100.40F(2) states that the Planning Commission can approve a shared parking plan that results in less parking than required by code under the following conditions: · The land use consists ora shopping center office or industrial development, which is owned or managed by a single entity - The Town Center development is currently managed by a single entity. Additionally, the uses will have to comply with the conditions of approval for the entire project. · The applicant has submitted a detailed parking study which demonstrates that the proposed use is compatible with the proposed parking supply - The traffic analysis indicates that a maximum of 722 spaces would be required for the entire site (including Phase 1). The project provides 752 spaces and therefore exceeds the parking demand. · The proposed shared parking plan may be approved in conjunction with a conditional use permit application in a planned development zone or via an exception for a project which is not located in a planned development zone - The project is in a planned development zone and will comply with conditions of approval as part of this use permit. Based on the above analysis, staff is comfortable approving the project with 752 on site spaces. Staff recommends that a parking management plan be prepared and approved by staff before issuance of building permits, as stated in the model resolution, in order to verify that the allocation of the parking stalls is as efficient as possible. On-Street Parking The applicants propose to provide angled parking on Torre Avenue in the final Master plan. Staff recommends that Phase 1 be approved with the inclusion of angled parking on Applications: U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates July 8, 2002 Page 7 the west side of Torre Avenue along the project frontage and including the bulb-outs on both sides of Town Center Lane (shown on sheet A-l). This will provide an additional 5 spaces along the street (providing additional mitigation for the parking deficiency on-site) and help to create a pedestrian-oriented streetscape between the project and Civic Center. The angled parking will require moving the sidewalk back by five feet on the west side of Torre Avenue. Public Works has reviewed and approved the plan. The Environmental Review Committee also recommended that if the master plan did not proceed, the applicants must agree to provide the on-street spaces south of Town Center Lane (as shown on sheet MP of the plan set). A condition of approval requires a bond from the applicant for the construction of the parking spaces south of Town Center Lane if construction on the master plan does not proceed within two years from the date of the approval of Phase 1. Temporary Parking Lot The applicant proposes a temporary parking lot with temporary improvements. Staff recommends that the temporary lot be approved for a limited time and required to meet permanent improvements if construction on the master plan does not proceed within two years from the date of the approval of Phase 1. A condition of approval is included to address this issue. Civic Center Special Events The applicant has agreed to allow public parking on the site during special events in the Civic Center. A condition of approval is included to this effect. Pedestrian Paths The design of the site includes well-defined pedestrian areas and pathways around and through the site within the scope of the current project. A pathway is provided from the Rodrigues Avenue along the west side of the office building onto the landscaped plaza which connects to the sidewalk along Torre Avenue. The plaza and pathways will be open to the public at all times. A condition of approval requires the applicant to record pedestrian easements to allow public access to the site. Transportation Demand Management (TDM) Measures Although the Phase 1 project is not expected to cause significant impacts to traffic and circulation, the project will incorporate Transportation Demand Management (TDM) measures to reduce the number of single-occupant vehicles and its overall parking demand. These include: TDM manager and annual reporting process; on-site facilities such as bike storage, preferential parking for carpools/vanpools and showers; a guaranteed Ride Home program; in-house carpool matching service; and flextime work policy. Applications: U-2002-03, £A-2002-05, EXC-2002-04 Hunter/Storm Associates July 8, 2002 Page 8 OTHER ISSUES Tree Removal Building Site - Twenty-four of the thirty-two trees on the site of the new buildings are proposed for removal to accommodate the new underground parking garage and building footprints. The two trees to be saved are heritage Coast Live Oaks. In addition, six redwoods at the intersection of Rodrigues and Torre Avenues and along the Torre Avenue frontage will be relocated along Rodrigues Avenue (subject to the arborist's evaluation). Nineteen of the proposed removals are Golden Raintrees and five are Chinese Pistaches. The applicant is proposing to plant thirty- six new trees as part of the new landscaping plan. Staff recommends that all the proposed trees have a minimum planting size of 48" box size (except for the four Japanese Maples on the parking garage deck which shall remain 24" box). A condition is included in the model resolution to this effect. The conditions also address relocation of the redwoods and special protection for heritage oaks during construction. This conforms to mitigation measures recommended by the Environmental Review Committee. Temporary Parking Lot - Six out of ten existing trees are proposed for removal to create a parking lot in the area of Buildings 4&5, which are proposed to be demolished. The four trees to be retained are heritage Coast Live Oaks. Five of the proposed removals are Liquidambars and one is a Chinese Pistache. The temporary parking lot does not provide landscaping and trees in compliance with the parking code. A condition of approval will require that the parking lot be redesigned to comply with City codes if construction of the master plan does not begin within two years of approval of Phase 1. An additional condition will address special protection for heritage oaks during construction. Street Trees - The landscape plan for Master plan proposes to remove the Liquidambar street trees and replace them with London Planes. Since the project will include angle parking on Torre Avenue (west side) as part of Phase 1, four trees along Torre Avenue and one along Rodrigues Avenue will be replaced With five London Plane trees along Torre Avenue and two along Rodrigues Avenue. The Public Works Department and City arborist have reviewed and approved the location and type of the replacement street trees. Signage The applicant has not currently proposed any signage. All signage will require consistency with the architecture, colors and materials for the Phase 1 buildings. Additional sign review will be required and may be approved at staff level or by the Design Review Committee if directed by the Planning Commission. Applications: July 8, 2002 Page 9 U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates Trash Enclosures The applicant is proposing two new trash enclosures to be located in the parking lot to west of the proposed office building. These enclosures will be attractively designed and screened by landscaping. The size and location has been reviewed and approved by Public Works for adequate trash and recycling facilities. Sanitary Sewer Sanitary sewer service is available, but the Sanitary District has indicated that the system is at capacity and that improvements consisting of 1800 linear feet of sewer will be required along Wolfe Road (north side) between Stevens Creek Boulevard and Hwy 280. The applicants, like other users of the system, will be required to pay District fees and obtain a permit for construction of the project. A condition requires that if necessary improvements are required, they shall be completed prior to building occupancy. Storm Water Quality Management The Regional Water Quality Control Board is requiring local agencies to reduce impervious surface and incorporate storm water quality design techniques in their new projects. The current project site is paved asphalt parking lot. The project (including temporary parking lot) will increase landscaping area by 378 square feet, thereby reducing impervious surface area. Therefore, there will be no negative impacts to the storm drain system. Environmental Review The Environmental Review Committee recommended a Mitigated Negative Declaration with the following mitigations: 1. Traffic: The applicant shall contribute their proportionate share of the cost to redesign the McClellan/De Anza signal to enable it to function more efficiently, as described in the traffic report (page 42). The applicant's proportionate share will equal the increment of new traffic added to the intersection compared to the new traffic from the near tem-~ build-out in the surrounding area. Secondly, the applicant will provide neighborhood traffic mitigation on Rodrigues Avenue and Pacifica Drive. This mitigation will include traffic calming measures such as on-street parking (to off-set parking deficiencies), traffic curb bulb-outs and/or traffic speed humps or other traffic mitigation measures, as deemed appropriate, to offset the project traffic that will use these two streets. Parking: On-street parking spaces must be provided along Torre Avenue to implement the planned streetscape and offset on-site parking deficiencies. The timing of the installation of the spaces will be contingent on the City's Civic Plaza Applications: July 8, 2002 Page 10 U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates and Library project. Over the long term, if the master plan does not proceed ahead, they must agree to provide the on-street spaces south of Town Center Lane (labeled on the drawing as Civic Park Drive). Town Center Lane must be aligned with the future plaza across the street. Trees: The applicant will provide seventeen 48-inch box trees to compensate for the removal of seventeen specimen trees and nineteen 24-inch box trees for a total of thirty-six (36) new replacement trees. All the above mitigations have been incorporated into the conditions of approval. As discussed earlier, the larger sized trees have already been incorporated as part of the project. ENCLOSURES Model Resolution for U-2002-03 Model Resolution for EXC-2002-04 Exhibit A: Traffic Report prepared by Fehr and Peers dated June 2002 Exhibit B: Architectural Consultant Review Letter dated March 29, 2002 Exhibit C: Concept plan for traffic calming on Rodrigues Avenue Initial Study Recommendation of the Environmental Review Committee Plan set Submitted by: Aarti Shrivastava, Senior Planner Approved by: Steve Piasecki, Director of Community Developmei~,~_.,~ G: \ Planning \ PDREPORT\ pcUsereports \ U-2002-O3.doc U-2002-03/EA-2002-05/EXC-2002-04 CITY OF CUPERTINO 10300 Torre Avenue Cupertino, California 95014 MODEL RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF CUPERTINO RECOMMENDING APPROVAL OF A USE PERMIT TO ALLOW THE DEMOLITION OF 10,096 SQUARE FEET OF MEDICAL/PROFESSIONAL OFFICE SPACE AND THE CONSTRUCTION OF 28,000 SQUARE FEET OF OFFICE SPACE, 2,500 SQUARE FEET OF RETAIL/RESTAURANT SPACE AND A TEMPORARY PARKING LOT ON A 12.33 GROSS ACRE SITE. SECTION I: PROJECT DESCRIPTION Application No.: Applicant: Location: U-2002-03, EA-2002-05, EXC-2002-04 Hunter/Storm Associates Southwest corner of Rodrigues Avenue and Torre Avenue (APN#s: 369-40-002, 369-40-015, 369-40-016 and 369-40-017 - Cupertino Town Center) SECTION II: FINDINGS WHEREAS, the Planning Commission of the City of Cupertino received an application for a Use Permit, as described in Section II of this Resolution; and WHEREAS, the necessary public notices have been given in accordance with the Procedural Ordinance of the City of Cupertino, and the Planning Commission has held one or more public hearings on this matter; and WHEREAS, the applicant has met the burden of proof required to support said application; and has satisfied the following requirements: 1. The proposed use, at the proposed location, will not be detrimental or injurious to property or improvements in the vicinity, and will not be detrimental to the public health, safety, general welfare, or convenience; 2. The proposed use will be located and conducted in a manner in accord with the Cupertino General Plan and the purpose of this title. NOW, THEREFORE, BE IT RESOLVED: That after careful consideration of maps, facts, exhibits, testimony and other evidence submitted in this matter, application no. U-2002-03 is hereby recommended for approval; and Resolution No. Page 2 U-2002-03/EA-2002-05/EXC-2002-04 July 8, 2002 That the subconclusions upon which the findings and conditions specified in this Resolution are based and contained in the Public Hearing record concerning Application U-2002-03, as set forth in the Minutes of the Planning Commission Meeting of July 8, 2002, and are incorporated by reference herein. SECTION III: CONDITIONS ADMINISTERED BY THE COMMUNITY DEVELOPMENT DEPT. 1. APPROVED EXHIBITS Approval is based on plan set dated June 20, 2002, entitled "Civic Park Phase One, and as amended by this resolution. DEVELOPMENT APPROVAL Approval is granted for the removal of 10,096 square feet of medical/professional office space and the construction of 28,000 square feet of an office building, a 2,500 square foot of retail/restaurant building and a temporary parking lot, with an allocation of 2,500 square feet of new retail space from the City retail pool. o DESIGN a. Windows - All windows shall be inset at least three inches from the exterior wall surface. b. Lighting - A comprehensive lighting plan will be provided to detail accent lighting on buildings, signage and landscaping and will not cause spillover to neighboring properties or the public right-of-way. c. Signage - All signage shall be consistent with the Sign Code Title 17. Alternatively, a master sign program will need to be approved by the Planning Commission. BUILDING PERMIT APPROVAL The Director of Community Development will review the final building permits for full conformance with this approval and the design approval prior to issuance of building permits. CONSTRUCTION MANAGEMENT PLAN A construction management plan shall be prepared by the applicant and approved by staff prior to issuance of building permits. Staging of construction equipment shall not occur within 250 feet of any residential property. LANDSCAPING a. Replacement trees - All the replacement trees shall be 48" box size minimum except for the Japanese Maples on the parking deck b. Protection plan - As part of the building permit drawings, a tree protection plan shall be prepared by a landscape architect or certified arborist for the heritage oaks affected by the construction and the six redwoods to be relocated. The tree Resolution No. Page 3 D-2002-03/EA-2002-05/EXC-2002-04 July 8, 2002 protection shall be inspected and approved by the landscape architect prior to beginning construction. TEMPORARY PARKING LOT Prior to issuance of building permits, the applicant shall submit a bond to guarantee the reconstruction of the temporary parking lot to comply with City codes (including surfacing and landscaping), to be used if construction of the master plan does not begin within two years of approval of Phase 1. PARKING MANAGEMENT PLAN A parking management plan shall be prepared by the applicant that describes the parking system used by retail customers, office clients and retail/office employees and shall be subject to staff approval prior to final occupancy. The applicant shall provide an updated plan for any tenant changes that result in changes to the parking requirements. ON-STREET PARKING ALONG TORRE AVENUE a. As part of Phase 1, the applicant shall construct angled parking and sidewalk improvements on the west side of Torre Avenue along the project frontage as shown on sheet A-1 on the plan set. The bulb-outs on either side of Town Center Lane shall be incorporated into the plan. The applicants shall demonstrate alignment with the planned Civic Plaza improvements. b. Prior to issuance of building permits, the applicant shall submit a bond for the construction of the angled parking spaces south of Town Center Lane (as shown on sheet MP of the plan set) to be used if construction on the master plan does not proceed within two years from the date of the approval of Phase 1. 10. TRANSPORTATION DEMAND MANAGEMENT (TDM) MEASURES The applicant shall implement the TDM measures recommended in the Transportation Impact Analysis for Town Center Phase 1 Development by Fehr & Peers Associates, Inc. dated June 2002. The applicant shall install one secured bicycle-locking device, such as a bicycle rack, for the retail/restaurant building. In addition, six enclosed bicycle lockers shall be provided in the underground parking garage for the two-story office building. 11. TRAFFIC CALMING ALONG RODRIGUES AVENUE The applicant, as part of Phase 1, shall provide neighborhood traffic mitigation on Rodrigues Avenue. This mitigation will include traffic calming measures such as on-street parking (to off-set parking deficiencies), traffic curb bulb-outs and/or other traffic mitigation measures, as deemed appropriate, to offset the project traffic along Rodrigues Avenue (see Exhibit C for concept plan). The final plan will be finalized by staff (Planning and Public Works) in conjunction with the traffic consultant prior to beginning construction of right-of-way improvements. Total contribution for Phase 1 shall not exceed $50,000. Resolution No. Page 4 b-2002-03/EA-2002-05/EXC-2002-04 July 8, 2002 12. DE ANZA BOULEVARD[IVIcCLELLAN ROAD INTERSECTION IMPROVEMENTS As part of Phase 1, the applicant shall contribute their proportionate share of the cost to redesign the McClellan/De Anza signal to enable it to function more efficiently, as described in the traffic report (page 42). The applicant's proportionate share will equal the increment of new traffic added to the intersection compared to the new traffic from the near term build-out in the surrounding area. Total contribution for Phase 1 shall not exceed $50,000. 13. CIVIC CENTER SPECIAL EVENTS The applicant shall allow public parking on the Town Center site for special events in the Civic Center. The terms and conditions of the agreement (including times and responsibilities) shall be determined by the Director of Community Development, City Attorney and the applicant. 14. TRANSFORMERS Electrical transformers, telephone vaults, backflow preventers and similar above ground equipment enclosures shall be screened with fencing and landscaping or located underground such that said equipment is not visible from public street areas. Said equipment locations shall be determined prior to issuance of building permits. 15. SANITARY DISTRICT Prior to obtaining a permit for occupancy, the applicant shall provide written confirmation from the Cupertino Sanitary District that adequate capacity is available for the project or the applicant shall make the necessary improvements to ensure adequate capacity for the project. 16. NOTICE OF FEES, DEDICATIONS, RESERVATIONS OR OTHER EXACTIONS The Conditions of Project Approval set forth herein may include certain fees, dedication requirements, reservation requirements, and other exactions. Pursuant to Government Code Section 66020(d) (1), these Conditions constitute written notice of a statement of the amount of such fees, and a description of the dedications, reservations, and other exactions. You are hereby further notified that the 90-day approval period in which you may protest these fees, dedications, reservations, and other exactions, pursuant to Government Code Section 66020(a), has begun. If you fail to file a protest within this 90-day period complying with all of the requirements of Section 66020, you will be legally barred from later challenging such exactions. SECTION IV: CONDITIONS ADMINISTERED BY THE PUBLIC WORKS DEPARTMENT 1. STREET WIDENING Street widening, improvements and dedications shall be provided in accordance with City Standards and specifications and as required by the City Engineer. Resolution No. Page 5 U-2002-03/EA-2002-05/EXC-2002-04 July 8, 2002 CURB AND GUTTER IMPROVEMENTS Curbs and gutters, sidewalks and related structures shall be installed in accordance with grades and standards as specified by the City Engineer. o STREET LIGHTING INSTALLATION Street lighting shall be installed and shall be as approved by the City Engineer. Lighting fixtures shall be positioned so as to preclude glare and other forms of visual interference to adjoining properties, and shall be no higher than the maximum height permitted by the zone in which the site is located. 4. FIRE HYDRANT Fire hydrants shall be located as required by the City. 5. TRAFFIC SIGNS Traffic control signs shall be placed at locations specified by the City. STREET TREES Street trees shall be planted within the Public Right of Way and shall be of a type approved by the City in accordance with Ordinance No. 125. o GRADING Grading shall be as approved and required by the City Engineer in accordance with Chapter 16.08 of the Cupertino Municipal Code. 401 Certifications and 404 permits maybe required. Please contact Army Corp of Engineers and/or Regional Water Quality Control Board as appropriate. o DRAINAGE Drainage shall be provided to the satisfaction of the City Engineer. Pre and Post- development calculations must be provided to identify how much runoff will be directed to our storm drain facilities. 9. FIRE PROTECTION Fire sprinklers shall be installed in any new construction to the approval of the City. 10. UNDERGROUND UTILITIES The developer shall comply with the requirements of the Underground Utilities Ordinance No. 331 and other related Ordinances and regulations of the City of Cupertino, and shall coordinate with affected utility providers for installation of underground utility devices. The developer shall submit detailed plans showing utility underground provisions. Said plans shall be subject to prior approval of the affected Utility provider and the City Engineer. 11. IMPROVEMENT AGREEMENT The project developer shall enter into a development agreement with the City of Cupertino providing for payment of fees, including but not limited to checking and inspection fees, storm drain fees, park dedication fees and fees for undergrounding Resolution No. Page 6 -2002-03/EA-2002-05/EXC-2002-04 July 8, 2002 of utilities. Said agreement shall be executed prior to issuance of construction permits. Fees: a. Checking & Inspection Fees: b. Grading Permit: $ 6% of Off-Site Improvement Cost or $2,268.00 minimum $ 6% of Site Improvement Cost c. Development Maintenance Deposit:$ 3,000.00 d. Storm Drainage Fee: e. Power Cost: f. Map Checking Fees: g. Park Fees: Bonds: $ 2,420/acre N/A N/A Faithful Performance Bond: 100% of Off-site and On-site Improvements Labor & Material Bond: 1005/o of Off-site and On-site Improvement On-site Grading Bond: 100% of site improvements. The fees described above are imposed based upon the current fee schedule adopted by the City Council. However, the fees imposed herein may be modified at the time of recordation of a final map or issuance of a building permit in the event of said change or changes, the fees changed at that time will reflect the then current fee schedule. ** Developer is required for one-year power cost for streeflights 12. FIRE ACCESS LANES Emergency fire access lanes shall be recorded as fire lane easements on the final map and shall meet Central Fire District standards. 13. BEST MANAGEMENT PRACTICES Utilize Best Management Practices (BMP's), as required by the State Water Resources Control Board, for construction activity, which disturbs soil. BMP plans shall be included in your grading and street improvement plans. Erosion and or sediment control plan shall be provided. 14. DIAGONAL PARKING Diagonal parking can be constructed along the western side of Torre Avenue. Additional right of way needed to accommodate this diagonal parking must be attained from the applicant's portion of the lot, not the City's. 15. TRASH ENCLOSURES The trash enclosure plan must be designed to the satisfaction of the City Engineer and the Director of Community Development. Clearance by the Public Works and Community Development Department is needed prior to obtaining a building permit. Resolution No. Pag~ 7 -2002-03/EA-2002-05/EXC-2002-04 July 8, 2002 PASSED AND ADOPTED this 8th day of July 2002, at a Regular Meeting of the Planning Commission of the City of Cupertino by the following roll call vote: AYES: NOES: ABSTAIN: ABSENT: COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: COMMISSIONERS: ATTEST: APPROVED: Steve Piasecki Director of Community Development Charles Corr, Chairperson Cupertino Planning Commission G: \ Planning \ PDREPORT\ RES \ U-2002-03 res.doc EXHIBIT B ARCHITECTURE PLANNING URBAN DESIGN March 29, 2002 Ms. Aarti Shrivastava Commumty Development Department City of Cupertino 10300 Torre Avenue Cupertino, CA 95014 RE: 369 40 017 / 10440 S. De Anza Blvd. Dear Aarti: I reviewed the drawings that you forwarded. I think it looks very good. I was quite pleased, and feel that this design direction seems much better resolved than the earlier concepts. Frankly, I find little to comment on with this submittal except in a positive way. The only element that jumped out at me was the scale of the two entry arches. While the rest of the design seems very well scaled and detailed, the entries seem much too high. Shown on the next page are the proposed elevation and a modest suggestion for adjusting the scale. With regard to the Torres Avenue setback, more would be good, but that would require some substantial changes in the project. I personally would not be unduly concerned by the small setback given the substantial depth provided at the arches on the ground level and the more deeply recessed balcony treatment on the second floor. Aarti, ffyou have any questions, please let me know. Sincerely, CANNON DESIGN GROUP Larry L. Cannon AIA AICP President ?CEIVED [ TEL: 415.331.3795 FAX: 415.331.3797 180 HARBOR DRIVE. SUITE 219. SAUSALITO. CA94965 Office Building at 10440 De Anza )esign Review Comments .darch 29, 2002 Page 2 Currently proposed entry Recessed arch area Molding Alternate entry approach CANNON DESIGN GROUP 180 HARBOR DRIVE. SUITE 219. SAUSALITO. CA94965 City of Cupertino 10300 Torte Avenue Cupertino, CA 95014 (408) 777-3251 CUPER,.TINO FAX (408) 777-3333 Community Development Department IStaff U se Only lEA File No.__ ICase File No. PROJECT DESCRIPTION: ~ttachments Project Title: Civic Park Phase 1 Project Location: Southwest corner of Rodriques and Torre Avenues Project Description: The proiect consists of a new two-story 28,000 sq.ft, office buildinq with a 44-car under.qround parkin.q ,qara.qe and a 2,500 sq.ft, retail buildin,q. The project also includes demolition of two sinqle-story office buildin.qs totalin.q 10,096 sq.ft. to create a temporary parkinR lot. Environmental Setting: The site is currently a parkin.q lot and part of a 12.4 acre developed property consistinq of nineteen (19) one and two-story office buildinqs. The block to the north consists of mid-rise and hi.qh-rise office buildin,qs and apartment complexes. Properties to the west consist of retail uses alon.q De Anza Boulevard. The site is bounded by townhomes, City Hall and Library to the east, and one-story office buildinqs and townhouses to the south. PROJECT DESCRIPTION: Site Area (ac.) - 12.44 acres Building Coverage - 35.81% Exist. Buildings- 149,132s.f. Proposed Bldg. - 28,500 + 2,500 Zone - P - Planned Devpt.. Office G.P. Designation - Commercial/Office/Residential Assessor's Parcel No. -369-40-017 If Residential, Units/Gross Acre - Unit Type #1 Unit Type #2 Unit Type #3 Unit Type ~ Unit Type #5 Total# Rental/Own Bdrms Total s.f. Price Applicable Special Area Plans: (Check) I-I Monta Vista Design Guidelines [] N. De Anza Conceptual [] Stevens Crk Blvd. Conceptual If Non-Residential, Building Area - 30,500 Employees/Shift - Parking Required 786 spaces Project Site is Within Cupertino Urban Service Area - [] S. De Anza Conceptual [] S. Sara-Sunny Conceptual [] Stevens Creek Blvd. SW & Landscape s.f. FAR-33% forentim site Max. Parking Provided 752 spaces YES [] NO [] gO A. CUPERTINO GENERAL PLAN SOURCES 1. Land Use Element 2. Public Safety Element 3. Housing Element 4. Transportation Element 5. Environmental Resources 6. Appendix A- Hillside Development 7. Land Use Map 8. Noise Element Amendment 9. City Ridgeline Policy 10. Constraint Maps B. CUPERTINO SOURCE DOCUMENTS 11. Tree Preservation ordinance 778 12. City Aerial Photography Maps 13. ~Cupertino Chronicle" (California History Center, 1976) 14. Geological Report (site specific) 15. Parking Ordinance 1277 16. Zoning Map 17. Zoning Code/Specific Plan Documents 18. City Noise Ordinance C. CITYAGENClES Site 19. Community Development Dept. List 20. Public Works Dept. 21. Parks & Recreation Department 22. Cupertino Water Utility D. OUTSIDE AGENCIES 23. County Planning Department 24. Adjacent Cities' Planning Departments 25. County Departmental of Environmental Health D. OUTSIDE AGENCIES (Continued) 26. Midpeninsula Regional Open Space Distdct 27. County Parks and Recreation Department 28. Cupertino Sanitary District 29. Fremont Union High School District 30. Cupertino Union School District 31. Pacific Gas and Electric 32. Santa Clara County Fire Department 33. County Sheriff 34. CALTRANS 35. County Transportation Agency 36. Santa Clara Valley Water Distdct OUTSIDE AGENCY DOCUMENTS 37. BAAQMD Survey of Contaminant Excesses 38. FEMA Flood MapslSCVWD Flood Maps 39. USDA, "Soils of Santa Clare County" 40. County Hazardous Waste Management Plan 41. County Heritage Resources Inventory 42. Santa Clara Valley Water District Fuel Leak Site 43. CalEPA Hazardous Waste and Substances Site OTHER SOURCES 44. Project Plan Set/Application Materials 45. Field Reconnaissance 46. Experience w/project of similar scope/characteristics 47. ABAG Projection Series 48. Civic Park - Geotechnical Investigation, Advance Technology, Inc., December 2000. 49. Phase I Environmental Site Assessment, IVI Environmental, Inc., White Plains, NY, May 19, 2000. A. Complete all information requested on the Initial Study Cover page. LEAVE BLANK SPACES ONLY WHEN A SPECIFIC ITEM IS NOT APPLICABLE. B. Consult the Initial Study Source List; use the materials listed therein to complete, the checklist information in Categories A through O. C. You are encouraged to cite other relevant sources; if such sources are used, job in their title(s) in the "Source" column next to the question to which they relate. D. If you check any of the uYES" response to any questions, you must attach a sheet explaining the potential impact and suggest mitigation if needed. E. When explaining any yes response, label your answer clearly (Example UN - 3 Historical") Please try to respond concisely, and place as many explanatory responses as possible on each pare. F. Upon completing the checklist, sign and date the Preparer's Affidavit. C. Please attach the following materials before submitting the Initial Study to the City. ,/'Project Plan Set of Legislative Document V'Location map with site clearly marked (when applicable) EVALUATION OF ENVIRONMENTAL IMPACTS: ISSUES: [and Supporting Information Sources] I. AESTHETICS --Would the project: a) Have a substantial adverse effect on a FI [] [] [] scenic vista? [5,9,24,41,44] b) Substantially damage scenic resources, [] [] [] [] including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway? [5,9,11,24,34,41,44] c) Substantially degrade the existing visual [] [] [] [] character or quality of the site and its surroundings? [1,17,19,44] d) Create a new source of substantial light or [] [] [] [] glare, which would adversely affect day or nighttime views in the area? [1,16,44] Item b&d- Less Than Si.qnificant Impact The project includes the retention of specimen and heritage trees on the project site. There are no other existing significant scenic elements on the project site. While the redevelopment of this site will create a new source of light within a developed setting, the light levels associated with the proposed office and retail uses are not expected to adversely effect day or nighttime views in the area. II. AGRICULTURE RESOURCES: In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Dept. of Conservation as an optional model to use in assessing impacts on agriculture and farmland. Would the project: a) Convert Prime Farmland, Unique [] [] [] [] Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non- agricultural use? [5,7,39] b) Conflict with existing zoning for [] [] [] [] agricultural use, or a Williamson Act ISSUES: [and Supporting Information Sources] contract? [5,7,23] c) Involve other changes in the existing [] [] [] [] environment which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use? [5,7,39] III. AIR QUALITY- Where available, the significance criteria established by the applicable air quality management or air pollution control district may be relied upon to make the following determinations. Would the project: a) Conflict with or obstruct implementation of [] [] [] [] the applicable air quality plan? [5,37,42,44] b) Violate any air quality standard or [] [] I-vl [] contribute substantially to an existing or projected air quality violation? [5,37,42,44] c) Result in a cumulatively considerable net [] [] [] [] increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors)? [4,37,44] d) Expose sensitive receptors to substantial [] [] [] [] pollutant concentrations? [4,37,44] e) Create objectionable odors affecting a [] [] [] I-I substantial number of people? [4,37,44] Items a- c - Less than S~qnificant Impact The proposed project would have limited air quality impacts resulting from the minor pollutant emissions related to traffic generated by the proposed project. The Bay Area Air Quality Management District (BAAQMD) generally does not recommend that a detailed air quality impact analysis be prepared for projects generating less than 2,000 vehicle trips per day. The project project is expected to generate approximately 556 average daily trips, which does not trigger a detailed air quality impact analysis under these BAAQMD guidelines. The proposed development is consistent with the General Plan, which in turn is consistent with the Clean Air Plan, therefore, no cumulative air quality impacts are expected to result from this project. The impact of dust generated by grading and excavation construction activities will be limited by a condition of approval requiring watering of newly disturbed surfaces and covering of haul trucks to minimize dust generation. -- o~ ~..- ~., ISSUES: [and Supporting Information Sources] ='- E E .-- E8 _ Items d-e - No Impact The project is not expected to expose sensitive receptors (children, the elderly, the acutely ill, and the chronically ill) to substantial pollutant concentrations. The proposed development will not have any operations that will subject customers, employees or neighbors to objectionable odors. IV. BIOLOGICAL RESOURCES --Would the project: a) Have a substantial adverse effect, either [] [] [] [] directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? [5,10,27,44] b) Have a substantial adverse effect on any [] [] [] [] riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or US Fish and Wildlife Service? [5,10,27,44] c) Have a substantial adverse effect on [] [] [] [] federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? [20,36,44] d) Interfere substantially with the movement [] [] [] [] of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? [5,10,12,21,26] e) Conflict with any local policies or [] [] [] [] ordinances protecting biological resources, such as a tree preservation policy or ordinance? [11,12,41] f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural [] [] [] [] Community Conservation Plan, or other approved local, regional, or state habitat 5 ISSUES: = I--~u.~= ~ ~.~u [ ~o ~ [and Supporting Information Sources] .~E~ "='- "' ~.~~,.."~°~' ~ '~ E E'" - - conservation plan? [5,10,26,27] Item e - Less Than S~qnificant Impact with Mit{qation Incorporation Twenty-two of the thirty-one trees on the site of the new buildings are proposed for removal to accommodate the new underground parking garage and building footprints. Two heritage Coast Live Oaks will be retained and seven redwoods will be relocated. Thirty-six new trees will be planted as mitigation for the removal. Item a-d, f- No Impact The project is proposed on a developed site and will not impact threatened or endangered biological resources. The project includes landscaping, which will provide additional vegetation on the site. No Habitat Conservation Plans or Natural Community Conservation Plans cover the project area. V. CULTURAL RESOURCES --Would the project: a) Cause a substantial adverse change in [] [] [] [] the significance of a historical resource as defined in §15064.5? [5,13,41] b) Cause a substantial adverse change in [] [] [] [] the significance of an archaeological resource pursuant to §15064.57 [5,13,41] c) Directly or indirectly destroy a unique [] [] [] [] paleontological resource or site or unique geologic feature? [5,13,41] d) Disturb any human remains, including [] [] [] [] those interred outside of formal cemeteries? [1,5] Item a-d No Impact The project is currently developed with commercial uses and is not in a sensitive archeological area of the City. There are no historical resources on the site. VI. GEOLOGY AND SOILS - Would the project: a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury, or death involving: i) Rupture of a known earthquake fault, as [] [] [] [] delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology 6 -37 [and Supporting Information Sources] ~ ~ ~ a. ._-- e ~ E E ~.r~ ~ i§ ._,i~- - Special Publication 42. [2,14,44,48] ii) Strong seismic ground shaking? [] [] [] [] [2,5,10,44,48] iii) Seismic-related ground failure, including [] [] [] [] liquefaction? [2,5,10,39,44,48] iv) Landslides? [2,5,10,39,44,48] [] [] [] [] b) Result in substantial soil erosion or the [] [] [] [] loss of topsoil? [2,5,10,44,48] c) Be located on a geologic unit or soil that is [] [] [] [] unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction or collapse? [2,5,10,39,44,48] d) Be located on expansive soil, as defined [] [] [] [] in Table 18-1-B of the Uniform Building Code (1997), creating substantial risks to life or property? [2,5,10,44,48] e) Have soils incapable of adequately [] [] [] [] supporting the use of septic tanks or alternative waste water disposal systems where sewers are not available for the disposal of waste water? [6,9,36,39,44,48] Item a(I-iii), c-d- Less Than Significant Impact According to the Cupertino General Plan, the site is in a VF-3 zone for which specific hazards may include ground shaking and ground failure. A Geotechnical Report prepared by Advanced Soil Techology, Inc. indicates that the liquefaction potential will be Iow. Aisc, according to the report, the site will be subject to shaking amplification during earthquakes. The site is also in the vicinity of active faults including the Monte-Vista Shannon, Berrocal and San Andreas faults and will therefore be subject to strong shaking. The site however does not lie within the Alquist-Priolo zones and no faults are mapped passing through the site or in its immediate vicinity. The report recommends that the project should be constructed in accordance with the Uniform Building Code guidelines for seismic zone 4 to avoid or minimize potential damage from seismic shaking. Item a(iv) b, e - No Impact Since the project is proposed on an existing parking lot on a relatively fiat lot no landslide activity is expected. There will be no soil erosion or loss of topsoil. The site is served by an existing sewer system. 7 ISSUES: [and Supporting Information Sources] VII, HAZARDS AND HAZARDOUS MATERIALS - Would the project: a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials? [32,40,42,43,44] b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? [32,40,42,43,44] c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? [2,29,30,40,44] d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? [2,42,40,43] e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard for people residing or working in the project area? [ ] f) For a project within the vicinity of a private airstrip, would the project result in a safety hazard for people residing or working in the project area? [ ] g) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? [2,32,33,44] h) Expose people or structures to a significant risk of loss, injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands?[1,2,44] ISSUES: =.=_ ~'~ ~o ~ [and Supporting Information Sources] ~o._ ~ -~ e ~ '~ ~ ~ '~ E =' E ~ Item b,d- Less Than Significant Impact Items a,c, e-h - No Impact The proposed project will not generate additional hazardous waste, increase risk of accidental explosion or release of hazardous substances, interfere with emergency services, increase exposure of people to hazardous waste or increase fire hazard in areas with flammable brush, grass or trees. The current project site is not listed as a contaminated site in the State of California Hazardous Waste and Substances Site List. The project site is not within a two-mile radius of the nearest airport (Moffett ^irfield/San Jose ^irport). Therefore, there would be no related impacts on people residing or working in the project area. viii. HYDROLOGY AND WATER QUALITY -- Would the project: a) Violate any water quality standards or [] [] [] [] waste discharge requirements? [20,36,37] b) Substantially deplete groundwater [] [] [] [] supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level (e.g., the production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)? [20,36,42] c) Create or contribute runoff water which [] [] [] [] would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff? [20,36,42] d) Otherwise substantially degrade water [] [] [] [] quality? [20,36,37] e) Place housing within a 100-year flood [] [] [] [] hazard area as mapped on a federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood hazard delineation map? [2,38] f) Place within a 100-year flood hazard area [] [] [] [] structures which would impede or redirect flood flows? [2,38] g) Expose people or structures to a [] [] [] [] significant risk of loss, injury or death involving flooding, including flooding as a - [and SuppoSing Info~ation Sources] ~ ~ ~ '~ m o ~e~umt of the f~))uFe of a levee oF dam~ [2,36,38] h) Inundation by seiche, tsunami, or ~ ~ ~ ~ mudflow? [2,36,38] Item a,c,d- Less Than S~qnificant Impact Items b, e-h - No Impact The soil borings (40 ~. depth) taken as pa~ of the geotechnical investigation did not encountered free ground water. The proje~ is in a B flood zone as per the FIRM maps dated May 1, 1980. As indicated above, the project site is flat. The new buildings and parking lot will be located on a potion of the site that is currently occupied by a parking area on a developed site. The proposed development will not result in a net increase of impermeable sufiace. All construction will also be required to provide additional features to reduce run-off in accordance with B~SMA 9uidelines. IX. LAND USE AND P~NNING - Would the project: a) Physically divide an established D D ~ D community? [7,12,22,41] b) Conflict with any applicable land use plan, D ~ ~ ~ policy, or regulation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effe~? [1,7,8,16,17,18,44] c) Conflict with any applicable habitat ~ D ~ D conse~ation plan or natural community conse~ation plan? [1,5,6,9,26] Items a-c- No Impact The project is in confo~ance with the City's General Plan and Zoning. X. MINERAL RESOURCES -- Would the project: a) Result in the loss of availability of a known D ~ D ~ mineral msoume that would be of value to the region and the residents of the state? [5,10] b) Result in the loss of availability of a D ~ D ~ Iocally-impo~ant mineral resource mcove~ site delineated on a local general plan, specific plan or other land use plan? [5,10] 10 SSUES: = [and Supporting Information Sources] ... ,_ _o~E~ .- ~. ~ lltems a-b - No Impact Mineral resources are not known to exist on the projectsite. Xl. NOISE -- Would the project result in: a) Exposure of persons to, or generation of, [] noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? [8,18,44] b) Exposure of persons to or generation of [] excessive groundborne vibration or i groundborne noise levels? [8,18,44] c) A substantial permanent increase in [] ambient noise levels in the project vicinity above levels existing without the project? [8,18] d) A substantial temporary or periodic [] increase in ambient noise levels in the project vicinity above levels existing without the project? [8,18,44] e) For a project located within an airport land [] use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? [8,18,44] f) For a project within the vicinity of a private [] airstrip, would the project expose people residing or working in the project area to excessive noise levels? [8,18] 11 ISSUES: [and Supporting Information Sources] Item a-d- Less Than Siqnificant Impact The project is located in an area with noise levels 60dB (DNL) and less, which is considered normally acceptable for new office development. The City's Municipal Code standards (Chapter 10.48 Community Noise Control) for this type of development are that exterior noise may not exceed 55 dB at night and 65dB in the daytime. The project will not be subject to excessive levels of groundborne vibration or groundborne noise. The proposed development of the project site will intensify the use of the lot, which is likely to result in increases in the ambient noise levels that exist in the project area. Increase in noise levels would be periodic and will not substantially increase over current ambient noise levels. Items e, f- No Impact The project is not within a two-mile radius of an, ~ublic airports or private airstrips. XlI, POPULATION AND HOUSING -Would the project: a) Induce substantial population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? [3,16,47,44] b) Displace substantial numbers of existing housing, necessitating the construction of replacement housing elsewhere? [3,16,44] c) Displace substantial numbers of people, necessitating the construction of replacement housing elsewhere? [3,16,44] [] [] [] [] [] [] [] [] [] [] [] [] Item a -Less Than Siqnificant Impact The development of a mixed-use (office/retail) project on the site is consistent with the General Plan, which included an analysis of population and housing and was reviewed in an EIR. Therefore, the proposed project would not induce substantial population growth or create a demand for housing that would be inconsistent with the General Plan. Items b-c- No Impact The proposed project would not displace existing housing. There are currently no residential units on this site - it is a parking lot in an office development. Xlll. PUBLIC SERVICES a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or 12 ISSUES: =~ J~ [and Supporting Information Sources] ~ ~_E ~ ~ ~ ~ ~ E E other performance objectives for any of the public services: Fire protection? [19,32,44] [] [] [] [] Police protection? [33,44] [] [] [] [] Schools? [29,30,44] [] [] [] [] Parks? [5,17,19,21,26,27,44] [] [] [] [] Other public facilities? [19,20,44] [] [] [] [] Item a -Less Than S~qnificant Impact The project is located in an urbanized area served by municipal services, including fire protection, police protection, and maintenance of public facilities such as roads. An infill project of this type and size will not significantly change or impact public services. XlV. RECREATION -- a) Would the project increase the use of [] [] [] [] existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? [5,17,19,21,26,27,44] b) Does the project include recreational [] [] [] [] facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? [5,44] Item a -No Impact The redevelopment of the project site has been accounted for in the city's General Plan, which examined recreational opportunities. The General Plan does not require that commercial development incorporate a recreational element. There are no existing recreational facilities on the project site. XV. TRANSPORTATION/TRAFFIC -- Would the project: ', a) Cause an increase in traffic which is [] [] [] [] substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? [4,20,35,44,48] b) Exceed, either individually or cumulatively, [] [] [] [] a level of service standard established by the 13 ISSUES: [and Supporting Information Sources] county congestion management agency for designated roads or highways? [4,20,44,48] c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks? [4,48] d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? [20,35,44,48] g) Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks)? [4,34,48] e) Result in inadequate emergency access? [] [] [] [] [2,19,32,33,44,48] f) Result in inadequate parking capacity? [] [] [] [] [17,44,48] [] [] [] [] Items a-b - Less Than Siqnificant Impact With Mitiqation Incorporation A Traffic Impact Analysis for the proposed project was prepared by Fehr and Peers Associates, Inc. to assess the potential traffic, circulation and parking impacts of the proposed project. The analysis indicates that the master plan, which this project is a part of, will cause the intersection of De Anza Blvd. and McClellan Road to deteriorate to LOS E during the PM peak hour for Year 2010 conditions. The mitigation will include intersection improvements, which will bring the intersection to LOS D during the PM peak hour. The project at buildout is expected to contribute to about 1% of the total traffic and Phase 1 traffic about 0.2%. As a condition of approval of this phase, the applicant will be required to contribute their proportionate share of the cost to redesign the McClellan/De Anza signal to enable it to function more efficiently, as described in the traffic report (page 42). The applicant's proportionate share will equal the increment of new traffic added to the intersection compared to the new traffic from the near term build-out in the surrounding area. The project will also provide neighborhood calming measures in order to reduce cut- through traffic through neighborhoods. A condition of approval is added to this effect. Items c-.q- No Impact The proposed project would not result in any change in air traffic patterns because the project, which includes the construction of a two-story office building and one-story retail/restaurant building, is not tall enough to affect air traffic patterns. The Fire Department has determined that emergency vehicle access will be adequate. 14 ISSUES: [and Supporting Information Sources] Items c-,q - No Impact (contd.) The City's parking code requires 786 parking spaces. A parking study by the Traffic consultant indicated that the project would need 722 spaces. The applicant is proposing to provide 752 parking spaces. The Code allows approval of a shared parking plan under conditions including provision of a detailed traffic study, ownership by a single entity, and planned development zoning. The project meets the above conditions. Therefore, the parking on-site is considered adequate. The proposed project will provide Transportation Demand Management (TDM) measures. In addition, the project site's proximity to public transportation (V'I'A bus lines) is expected to facilitate use of public transit. XVh UTILITIES AND SERVICE SYSTEMS - Would the project: a) Exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board? [5,22,28,36,44] b) Require or result in the construction of new water or wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? [36,22,28,36] c) Require or result in the construction of new storm water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? [5,22,28,36,44] e) Result in a determination by the wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? [5,22,28,36,44] f) Be served by a landfill with sufficient permitted capacity to accommodate the project's solid waste disposal needs? [5,44] g) Comply with federal, state, and local statutes and regulations related to solid waste? [5,44] 15 ISSUES: [and Supporting Information Sources] Items a-f- Less than Siqnificant Impact Sanitary sewer service is available, but the Sanitary District has indicated that the system is at capacity and that improvements will be required along Wolfe Road. The applicants, like other users of the system, will be required to pay District fees and obtain a permit for construction of the project. A condition requires that if necessary improvements are required, they shall be completed prior to building occupancy. The project is not expected to increase demands that would exceed wastewater treatment requirements of the Regional Water Quality Control Board. Additionally, since the project will be required to comply with BASMAA guidelines, it is expected that there will be reduction of runoff into the stormwater system. The General Plan states that the Santa Clam Valley Water District has indicated it has the ability to meet the long term water needs of Cupertino water retailers based on the maximum growth potential of municipalities in the district. Since the project is consistent with the Cupertino General Plan and Zoning Code, the projects impact on water usage is expected to be less than significant. Item g- No Impact The project will be required to comply with all federal, state, and local statutes and regulations related to solid waste. 16 o70-,47 SSUES: [and SuppoSing Info~ation Sources] a) Does the project have the potential to degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restri~ the range of a rare or endangered plant or animal or eliminate impotent examples of the major periods of California histo~ or prehisto~? b) Does the project have impels that am individually limited, but cumulatively considerable? ("Cumulatively considerable" means that the incremental effects of a proje~ am considerable when viewed in connection with the effects of past proje~s, the effects of other currant projects, and the effects of probable futura projects)? c) Does the project have environmental effects, which will cause substantial adverse effects on human beings, either dire~ly or indirectly? I hereby certify that the information provided in this Initial Study is true and correct to the best of my knowledge and belief; I certify that I have used proper diligence in responding accurately to all questions herein, and have consulted appropriate source references when necessary to ensure full and complete disclosure of relevant environmental data. I hereby acknowledge than any substantial errors dated within this Initial Study may cause delay or discontinuance of related project review procedures, and hereby agree to hold harmless the City of Cupertino, its staff and authorized agents, from the consequences of such delay or discontinuance. Preparer's Signature X'/~:.- ~ Print Preparer's Name /,~',~?/ ~,~'~'///2E7'/~,~ 17 ,70 ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED: The environmental factors checked below would be potentially affected by this project, involving at least one impact that is a "Potentially Significant Impact" as indicated by the checklist on the following pages. [] Aesthetics [] Agriculture Resources [] Air Quality [] Biological Resources [] Cultural Resources [] Geology/Soils [] Hazards & Hazardous [] Hydrology / Water [] Land Use / Planning Materials Quality [] Mineral Resources [] Noise [] Population / Housing [] Public Services [] Recreation [] Transportation/Traffic [] Utilities / Service [] Mandatory Findings of Systems Significance DETERMINATION: On the basis of this initial evaluation the Environmental Review Committee (ERC) finds that: [] The proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. [] Although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared. [] The proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. [] The proposed project MAY have a "potentially significant impact" or "potentially significant unless mitigated" impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. [] Although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project, nothing further is required. S{'~ff Evaluator Date ERC Chairperson 18 June 26, 2002 Date CITY OF CUPERTINO RECOMMENDATION OF ENVIRONMENTAL REVIEW COMMITTEE June 26, 2002 As provided by the Environmental Assessment Procedure, adopted by the City Council of the City of Cupertino on May 27, 1983, as amended, the following described project was reviewed by the Environmental Review Committee of the City of Cupertino on June 26, 2002. PROTECT DESCRIPTION AND LOCATION Application No.: Applicant: Location: U-2002-03, EA-2002-05 CTC Funding, LLC (Cupertino Town Center) Cupertino Town Center (S.W. comer of Rodrigues and Torre Avenues) DISCRETIONARY ACTION REQUEST Use Permit to demolish two office buildings (for a temporary parking lot) and construct a 28,000 square foot, two-story office building and a 2,500 square foot commercial building. FINDINGS OF THE ENVIRONMENTAL REVIEW COMMITTEE The Environmental Review Committee recommends the granting of a Mitigated Negative Declaration finding that the project is consistent with the General Plan and has no significant environmental impacts. The recommendation for a Mitigated Negative Declaration is subject to the following mitigations: Traffic: The applicant shall contribute their proportionate share of the cost to redesign the McClellan/De Anza signal to enable it to function more efficiently, as described in the traffic report (page 42). The applicant's proportionate share will equal the increment of new traffic added to the intersection compared to the new traffic from the near term build-out in the surrounding area. Secondly, the applicant will provide neighborhood traffic mitigation on Rodrigues Avenue and Pacifica Drive. This mitigation will include traffic calming measures such as on-street parking (to off-set parking deficiencies), .traffic curb bulb-outs and/or traffic speed humps or other traffic mitigation measures, as deemed appropriate, to offset the project traffic that will use these two streets. Environmental Review Committee June 26, 2002 Page 2 Parking: On-street parking spaces must be provided along Torre Avenue to implement the planned streetscape and offset on-site parking deficiencies. The timing of the installation of the spaces will be contingent on the City's Civic Plaza and Library project. Over the long term, if the master plan does not proceed ahead, they must agree to provide the on-street spaces south of Town Center Lane (labeled on the drawing as Civic Park Drive). Town Center Lane must be aligned with the future plaza across the street. Trees: The applicant will provide seventeen 48-inch box trees to compensate for the removal of seventeen specimen trees and nineteen 24-inch box trees for a total of thirty-six (36) new replacement trees. Steve Piasecki Director of Community Development G: Planning/erc/RECea200205 CITY OF CUPERTINO MITIGATED NEGATIVE DECLARATION August 19, 2002 As provided by the Environmental Assessment Procedure adopted by the City Council of the City of Cupertino on May 27, 1973, and amended on March 4, 1974, January 17 1977, May 1, 1978, and July 7, 1980, the following described project was granted a Mitigated Negative Declaration by the City Council of the City of Cupertino on August 19, 2002. PR~.I'g.t'T I~I~.,qf'IilPTIIqN ANI~ I EA-2002-05 Application No.(s): Applicant: Location: U-2002-03, EXC-2002-04 CTC Funding, LLC (Cupertino Town Center) S.W. comer Rodrigues & Torte Avenues BI.qt'RI~.TIf}NIgV AC'TION RI?.QIII?.RT Use Permit to demolish two office buildings (for a temporary parking lot) and construct a 28,000 square foot, two-story office building and a 2,500 square foot commercial building Exception to the Heart of the City Specific Plan to increase the height of an office building from 36' to 45' 17INI~INC.,_R ~1~ I~I~.F'I.RIC~NMAk"INfTM. gl~l~V The City Council granted a Mitigated Negative Declaration since the project is consistent with the General Plan and there are no significant environmental impacts. Steve Piasecki Director of Community Development C~gtTIi~I~ATI~. ('H~ TI-Il?. ('_lTV f'l This is to certify that the above Negative Declaration was filed in the Office of the City Clerk of the City of Cupertino on ~ 2002. City Clerk g:/planning/eratncgca200205 CITY OF CUPERTINO 10300 Torre Avenue Cupertino, CA 95014 777-3308 AMENDED MINUTES OF THE REGULAR MEETING OF THE PLANNING COMMISSION HELD ON JULY 8, 2002 SALUTE TO ~ FLAG ROLL CALL Commissioners present: Auerbach, Chen, Saadati and Wong Commissioners absent: Corr Staff present: Steve Piasecki, Director of Community Development; Aarti Shrivastava, Senior Planner; Peter Gilli, Assistant Planner; Eileen Murray, Assistant City Attorney. Vice Chair Auerbach acted as Chairperson for the meeting. APPROVAL OF MINUTES: May 28, 2002 Regular Planning Commission meeting: Com. Saadati noted the following change to Paragraph 6, Page 2: Delete the word "the" and add the word "for" Com. Auerbach referred to Page 6, Paragraph 6, and commented that he was not just explaining the process, but pointed out that the process of eliminating 2-80 was working well; that is the General Plan amendment process. MOTION: SECOND: ABSENT: VOTE: Com. Saadati moved to approve the May 28, 2002 Planning Commission minutes as amended Com. Wong Com. Corr Passed 4-0-0 WIL1TTEN COMMUNICATIONS: Chair Auerbach noted receipt of a communication from the Duke of Edinburgh restaurant relative to the use permit extension; and an e-mail communication from Barbara Rogers relative to the recent Community Congress. A brief summary of the communication from Barbara Rogers follows. Ms. Rogers' communication summarized her thoughts and reactions to the 5/3/02 Community Congress proceedings. She said it was a planning exercise that looked at how Cupertino might develop in the next approximate 10 years with emphasis being on change in a particular direction toward a perceived goal. She said they need to look ahead with all options open, remembering that Cupertino is a real community with real people, whose lives are about to change for better or worse. Ms. Rogers said she felt there was little opportunity to address any contrary aspect of the Planning Commission Minutes 2 July 8, 2002 proposed suggestions, and it was difficult to get a fair hearing about anything contrary to what was proposed. She wrote that she felt the reporting was slanted to omit those ideas contrary to the deliverer's own and not those adopted by the group. She said that she felt the participants in the congress were a discreet portion of the Cupertino community and a poll of all residents should be taken using suggested guidelines contained in her summary. She emphasized that all people's opinions should be considered in the best interest of the community. POSTPONEMENTS/REMOVALS FROM CALENDAR: Application No.: Applicant: Location: TM-2002-01 San Jose Water Land Company East side of Sterling Boulevard, 60' northeast of Barnhart Avenue Use permit to allow a child care facility in an existing quasi-public building. Planning Commission decision final unless appealed Request removal from calendar MOTION: SECOND: ABSENT: VOTE: Com. Saadati moved to postpone Application TM-2002-01 to the August 12, 2002 meeting Com. Chen Com. Corr Passed 4-0-0 Application No.: Applicant: Location: U-2002-04 Allen Wong (Keiki Place) 10931 Maxine Avenue Use permit to allow a child care facility in an existing quasi-public building. Planning Commission decision final unless appealed Request removal from calendar MOTION: SECOND: ABSENT: VOTE: Com. Chen moved to remove Application No. U-2002-04 from the calendar Com. Wong Com. Con' Passed 4-0-0 ORAL COMMUNICATIONS: None CONSENT CALENDAR: None PUBLIC ItEARING Application No.: Applicant: Location: TR-2002-04 Shabbir Nomanbhoy 11255 Mt. Crest Place Tree removal permit to allow the removal of two Coast Live Oak trees. Planning Commission decision final unless appealed Planning Commission Minutes 3 July 8, 2002 Rtnthe ~nr~ntstirm: IVIr. Peter Gilli, Associate Planner, reviewed the background of the application to grant a tree removal permit for removal of two Coast Live Oak trees. He noted that staff visited the site and felt that there was enough left of the trees to grow and thrive, although they would not return to their original form. Mr. Gilli distributed a modified resolution, which was not recommending approval of full removal, but recommending approving request to trim more than ' 25% of the canopy, which according to the municipal code, constitutes tree removal. He said that staffhas spoken with the applicant and the applicant still believes the trees do need to be removed. Staff recommends trimming of the two trees; and that two new trees be planted as noted on the plan set to mitigate the trimming, but does not recommend complete removal of Trees A and B at this time. Mr. Gilli answered questions relative to the application. He said that relative to trimming the trees, it is acceptable to trim portions of the tree if they are on the person's property line, but not to the extent that they compromise the health of the tree. The city ordinance states that it cannot exceed 25% of the canopy. Relative to new projects that come forward with trees that are required to be kept, Mr. Gilli said that a covenant is now on the property, so that when the property changes hands, the new owner is aware that certain trees are protected trees and must be protected. He noted the arborist reported that over 70% of the canopy of the trees had been removed. He said that the ordinance was on the city website. Ms. Ciddy Wordell, City Planner, said that they get calls from residents requesting if they can remove a tree, but no calls to ask if they can trim trees. Mr. Shabbir Nomanbhoy, applicant, said he was surprised with the change of recommendation. He noted that the two arborists recommended complete removal of the trees, and the court settlement indicated removal of the two'trees. He said the funds were in place and he did not see the value in delaying the tree removal process. He pointed out that the two tree trunks were too close together and the branches were too large. He explained that the trees cut were growing into his yard and overwhelming his tree. Chair. Auerbach opened the meeting for public input; there was no one present who wished to speak. Com. Chen said she felt the homeowners need to be educated on the tree ordinances; and she would support staff's recommendation to try to save the two trees as long as possible. Com. Wong concurred with Com. Chen to save the trees, and said that it was important to educate the residents of Cupertino using the Cupertino Scene and internet to inform the public. He said he supported staff's recommendation. In response to Com. Saadati's question which tree, a 24" or 36" size would grow healthier, Mr. Gilli said that it is felt that trees planted a smaller size in the beginning do better in the long run because more of their growth and maturing has been at that site and not at a different site and then transplanted. He said he supported saving the two trees since they have done well in the past year. It was noted that the litigants in the matter were the former owners of the affected property. Mr. Gilli said the language should cite that the new owner could request to have approval to remove Planning Commission Minutes 4 July 8, 2002 the two trees in the future if they provide documentation and clear evidence of failure and bad health, and perhaps the bond would have to be held until that event occurred or some reasonable period of time passed. Chair Auerbach asked for the Planning Commission's opinion on giving the owner discretion based on aesthetic reasons, if she felt they were too damaged. Com. Chen said she felt it would be assurance to the future removal of the trees; but there be a limited period of time and include it in the ordinance. Mr. Gilli suggested that the removal of the trees should be reviewed by the Director of Community Development with supporting evidence if it is not the desire to have the removal or the potential future removal of these two trees come back to the Planning Commission. ., Mr. piaSecki said that the options were to allow removal of the trees at the applicant's discretion or make the property owner go through a process to demonstrate that the trees are unhealthy and then authorize staffto allow removal. Com. Chen suggested a two year time period be given, and that the Planning Department staff decide, unless something happens to the tree, otherwise after two years the bonds will be returned. She suggested that the owner come back to the Planning Department and provide evidence that the tree needs to be removed. Corns. Wong and Saadati concurred. MOTION: SECOND: ABSENT: VOTE: Com. Chen moved to approve Application TR-2002-04 as proposed in the model resolution with special provision added for the applicant provide the bonding, and the bond be usable by the property owner; the amount listed in the estimate on 4- 12 is $1795.00; with review by Director of Community Development with suff~cient evidence to remove the tree provided by the owner. Com. Wong Com. Corr Passed 4-0-0 Application Nos.: Applicant: Location: U-2002-03, EXC-2002-04, EA-2002-05 CTC Funding, LLC (Cupertino Town Center) Cupertino Town Center (SW Corner of Rodrigues and Torte Avenue) Use permit to demolish two office buildings and construct a 28,00 square foot two-story office building and a 2,500 square foot commercial building Exception to Heart of the City Specific Plan to increase the height of an office building from 36' to 45' Tentative City Council Date: August 5, 2002 Com. Wong excused himself from discussion of the application, as his family owns property at 20395 Pacifica Drive. ,qtafie?~-q~ntatlnn: The video presentation reviewed the application for a use permit to construct a new 28,000 square foot office building with a 46 car underground parking garage and 2,500 square feet of retail space at Rodrigues and Torre Avenues, and also demolition of two existing Planning Commission Minutes 5 July 8, 2002 professional office buildings totaling 10,096 square feet and creating a temporary parking lot at Cupertino Town Center. The application also includes an exception to height increase of an office building from 36 feet to 45 feet. The proposal is a fa'st phase of a master plan for a mixed use development at the existing Town Center office complex. Staff recommends approval of the application as a Heart of the City exception. Ms. Aarti Shrivastava, Senior Planner, reviewed the background of the application, and noted that the proposal was the first phase of the master plan for a mixed use development. She said that in response to neighbors' concerns, the current proposal was considerably scaled down from the original proposal. She reviewed the Master Plan, Phase I Proposal, General Plan and Zoning, and the Heart of the City Plan as outlined in the staff report. She then reviewed the architectural design, traffic and circulation, parking, traffic analysis, tree removal, signage and utility issues, as set forth in the staff report. Conditions and recommendations on the various issues are outlined in the staff report. Ms. Jane Biersa, Fehr and Peers Associates, San Jose, answered questions on traffic impacts and issues. Mr. Ed Storm, applicant, asked that the focus be on the application for the 18,000 square feet of office and 2,500 square feet of retail, which is not beyond the current zoning for the site. He answered questions about the grading, the building height and bonding. He said he was opposed to the requirement to put in 1,800 feet of sewer line for a 18,000 square foot building as proportionally it did not make sense. Mr. Storm said they met with the Sanitary District and they commented that the small project was appropriate without the extension; but if anything else were done on the project, they would have to deal with the Sanitary District on the 1,800 linear feet of sewer line on Wolfe Road. He said taking the scope of the project into consideration, it did not seem appropriate to obligate them on that issue. He pointed out that he felt they should not be obligated on the additional part being south of Town Center Lane, which was excessive considering the relatively small project. He said they were in favor of the pedestrian paths as long as the easement did not allow for public gathering on the property without some ability to control. Mr. Storm said that they would hire a consultant to implement the Transportation Demand Management (TDM) plan and bring it to staff for their review, comment and approval. He said they concurred with staff's recommendations except for the parking south of Town Center Lane and the sanitary sewer extension; and that they were committed to some specific fees for some studies and improvements needed in terms of traffic. Mr. Stone said they were not advocating a retail concept, but more of a civic location tied to the library and city hall. He answered questions relative to the building height and the small caf6 located within the project. Discussion ensued relating to the temporary parking during demolition of the building. Mr. Stone said he did not feel there would be sufficient parking with the elimination of the temporary parking lot and it would cause concern from the neighbors relative to spillover parking, and he felt it was important to contain parking within the site. He said that from a marketing convenience standpoint, their tenants want to have onsite parking, making it a greenbelt or park area. Mr. Piasecki said that an option to consider would be to take the interior portion of the parking lot, and improve it when the parking demand shows it is needed. It could be bonded and held in reserve and put into grass temporarily and then only when the parking demand shows it is needed, take a third or half of it for the precise parking demand. It could also be short term parking, with parking on the grass; or take a portion of it and set it aside as a parking reserve. ,,~0- 57 Planning Commission Minutes 6 July 8, 2002 Mr. Bill Hagman, architect, 1990 The Alameda, San Jose; said that relative to Title 24, they would meet all the city and state codes. Although no preliminary calculations have been done relative to the energy load of the buildings, changes could be made if needed. He said various landscaping features will be implemented to help with the shading of the building. Com. Auerbaeh recommended leasing the carpeting and said that there was excellent Iow cost software available from National Renewable Energys Lab relative to significantly reducing the mechanical loads, air conditioning bills, and long term maintenance. Chair Auerbach opened the meeting for public input. Mr. Mark Peebles, 10166 Barbara Lane, said he lived in the Heart of the City, and liked the design, smaller size, two stories, and sloped roof. He expressed concern that the Cupertino Union SchooLDistrict was considering making Rodrigues and Torre Avenues the safe path to school for students coming from the DeAnza area. He said nothing had been addressed relative to the width of the sidewalks and he was concerned because students were not permitted to ride their bicycles on the sidewalks. He said the traffic was getting tighter and he was apprehensive about diagonal or any other kind of parking along that street, which would be heavily used by students. Mr. Peebles said that the goal was to have a walkable city, and if some of the drafts proposed by the Cupertino Union School District go through, it will be heavily trafficked by young adults. Relative to the comment about McClellan and DeAnza and DeAnza and Stevens Creek not being pedestrian friendly, he urged that pedestrian friendly intersections be made a priority, particularly for the younger population. Mr. Dennis Whitaker, 20622 Cheryl Drive, congratulated Mr. Hunter and Mr. Storm for their work with the community. He commended their excellent job on downsizing, alleviating fears of high rises, cutting occupancy in half, which he said was a concern of his. He expressed concern about the heavy flow of traffic on Paeifiea and Rodrigues, especially with the heavy student use of the streets if the school district restructured. Mr. Deke Hunter, co-applicant, said that getting the children to school is a priority in his family also and he understood the concerns expressed. He said that as applicants they try to balance the traffic related questions and solutions proposed by public works as well as matching those up against community related issues. He emphasized their commitment to the community, which he felt was exhibited by the changes in this plan and those for the subsequent master plan; and said they would continue their commitment to help improve the traffic flow whether it be for on-street parking or for wider bike lanes if the community decides they want one over the other. He emphasized that they would take into consideration the comments from the community and take the lead from the Planning Commission on which is the more appropriate path to follow. Chair Auerbach closed the public hearing. Com. Chen said she felt it was a well planned and well designed project, and said she supported the project. Com. Saadati said he preferred the sloped roof over the flat roof; and said it was tasteful and consistent with the surroundings. He questioned if staff had any discussion with the school district relative to the pedestrian use of the streets. Mr. Piasecki said that they were aware that the school district was restructuring and that there would be the need for more of the streets to be used as Planning Commission Minutes ? July 8, 2002 access to the schools. He explained that the intent behind having automobiles parked is a safety measure for pedestrians and is a new urbanist principle being widely touted rather than having streets basically free for-ails for the 'car and no side friction or impediments to the automobile travelling quickly. He said it was advantageous to have on-street parking. The bike lane will presumably be striped providing a safer route for cyclists; which was the thought behind the concept of trying to slow the automobile and prioritize the pedestrian and bicycle movements. Com. Saadati said he liked the project and was hopeful it would proceed as soon as possible. Chair Auerbach said that he was conflicted with the project. He said he did not feel the project has been presented to the Planning Commission as a master plan project, although in many minds it is the concept of the comprehensive master plan of the area. He said on one hand, the property owners have the right to develop their property; but on the other hand have a special obligation on the part of the people who do large developments, because it naturally forecloses on smaller more organic' development to pay special attention to the whole design. He said contrary to what has been discussed, although the Planning Commission has not seen the master plan, this project will set the entire tone and flavor for the entire project. In some prior instances the Planning Commission has either demanded to see the entire project and felt that would be a better approach, or said no, that the concentration needs to be on the particular proposal. Chair Auerbach said that he felt it was ironic that to build a home in Cupertino greater than 35% FAR, the applicant has to put up story poles to provide an indication of what the project would look like in terms of height and width in reality. He said the equivalent for developers of larger projects should be to provide three dimensional renderings or scale models of the developments so that the entire project can be visualized with the surrounding development. Chair Auerbach said his preference would be to continue the item until the whole master plan is seen, to provide a better idea of what is being considered as part of the whole project, including the pedestrian waikways through the plan, and get a better sense of having the applicant address the issue of the implications of the children walking to and from schools. Com. Chen said that she agreed it would be good to see the master plan in the model. Com. Saadati said that the plan reflects some of the master plan, but he felt they had the right to approve the balance of the project, and based on what was shown, it appears that it can fit, and the traffic issues and other elements will be created not as a result of this part, but a result of the whole construction. He suggested moving forward with the plan and reiook at the master plan and other aspects of the plan for any development beyond the present plan. He said he was not certain it would have that significant an impact on the overall project. Chair Auerbach emphasized that it is an important comer and he felt it will set the tone for the whole project and until it is decided whether the whole project is suitable or not, he was uncomfortable committing to a small portion. Com. Saadati said he has dealt with projects that don't have master plans and over years it was not very effective piecemealing the project. Mr. Piasecki said that as indicated earlier, the applicants intend to come in on the heels of the application with the master plan, possibly 30 to 60 days, and if asked to present the level of detail that Chair Auerbach is describing, it may take more time to put that master plan together. He said it was visualized that it is a big empty parking lot now and the things that are going to potentially Planning Commission Minutes 8 July 8, 2002 change from the Planning Commission's perspective might be the height, and/or the use, whether it would it be a different use other than office and retail in this particular property. Mr. Piasecki said that staff felt comfortable that given its placement that it has minimal detrimental effect. It creates a tone for materials which are already consistent with what is out there; to some degree massing, of which the people are saying they prefer the lower massing; it doesn't change the outcome for the master plan in terms of the residential on the building to the south and further up the mixed use building fronting on DeAnza Boulevard which could potentially also be residential or park. Chair Auerbach said from his vantage point, as already heard, the whole vision of the space has changed from an ersatz town center to something that is more potentially an upgrade of what is there now. Mr. Piasecki said that in the original master plan concept, there was a limited amount of retail; the buildings were bigger with more massing to the buildings which might have created a sense of enclosure, but the land use options for retail were identical. Mr. Storm said that they did not want to be penalized for being proactive about what their plans were for the bigger picture. He said that discussing the bigger picture will be a long drawn out process because of the size of the project. He stressed the importance of getting approval to start the project and begin working on the run down property and having something to present to tenants. He pointed out that the smaller building is tied to the big project, and their ability to do anything in the interim with the project would be slowed down. He said his choice would be to have action taken now rather than wait for the big project to come back. Mr. Piasecki said that it is the applicant's vision that the project is going to be a coordinated master plan with a mixture of land uses; and he felt the original concept that this was somehow more than a mixed use development was probably incorrect. He pointed out that it was not going to be a town center as it does not have enough critical mass in 30,000 square feet of commercial to create a town center. He said he felt it was advantageous to have the longer range vision, although a little fuzzy, but the applicant has put a lot of effort last year in developing the concepts and some of the material is in the meeting packets. He said he was comfortable in proceeding with the plan and felt it would not change the rest of the plan. MOTION: SECOND: ABSENT: VOTE: Com. Saadati moved to approve the mitigated negative declaration on Application EA-2002-05 Com. Chen Corns. Corr, Wong Passed 3 -0-0 MOTION: SECOND: ABSENT: VOTE: Com. Chen moved to approve the Heart of the City exception, Application EXC-2002-04 subject to the model resolution Com. Saadati Corns. Corr, Wong Passed 3 -0-0 MOTION: SECOND: Com. Saadati moved to approve the use permit application accordance with the model resolution and additional Condition 17 Com. Chen U-2002-03 in Planning Commission Minutes 9 July 8, 2002 In response to Chair Auerbach's question relative to the lg00 feet of sewer line, Ms. Shrivastava explained that the condition stated it was standard for a number of projects, and some review by the Sanitary District is still required. She said the applicant met with the Sanitary District and they indicated there would be enough capacity to be able to build Phase I. A letter is needed from the Sanitary District indicating their approval. She said that it was also addressed that if in fact it needed necessary improvements, those be made. She reiterated that no bond was required, just compliance with the Sanitary District. Mr. Piasecki said that it was desirable to get the letter of approval from the Sanitary District before the City Council meeting so that the Council would have the input knowing how relevant the condition is or the concern of the applicants. Mr. Piasecki. said the applicant raised an issue with Condition 9b. StaWs concern is that it may result in a half- finished frontage in the event they do not proceed with the master plan, and that they should at least complete it along their frontage, not someone else's property Chair Auerbach said that his objection was that he felt the city should be doing these kind of improvements. He proposed to leave the demolition of the buildings as grassy ama and pave as needed. Mr. Piasecki illustrated the parking lot and suggested the possibility of taking a portion or all of the interior portion of the parking area and setting it in reserve and ask that the applicant put lawn down for the interim period, and then open up whatever portion of that is needed after the building is built and the parking demand is known. The applicant would not have to put a lot of money into something they are going to tear up in the near future, and from staff's view, them would not be overpaying where not needed. He said it would be a function of market conditions and whether there is high demand for office space in this development. Chaff Auerbach pointed out that as seen from the traffic analysis, that although the tools are scientific, the difference in actual use could be significant and he was not in favor of putting down a lot of asphalt which would be destined to be dug up. Mr. Piasecki said for short periods of time decomposed granite could be used, although it is a hot surface and unattractive. Chair Auerbaeh suggested an amendment to include bonding; and Condition 7 be amended to reflect design of ,he temporary parking lot to provide parking around the perimeter with landscaping to be approved by the Director of COmmunity Development, and for the center to be paved as needed to accommodate additional parking demand. Coms. Saadati and Chen accepted the amendments. Mr. Piasecki said that the bulbouts and restrictors could be put in the condition as well; the concept was to have unrestricted bicycle movement with two travel lanes and a parking lane. Chaff Auerbach said that he was also concerned with some of the other traffic features installed in terms of the design aesthetic; and suggested revising Item 11 to add the amendment that the design of flow restrictors and other traffic calming measures for this development shall come before the Planning Commission for approval. Planning Commission Minutes l0 July 8, 2002 Corns. Saadati and Chen accepted the amendments. ABSENT: Coms. Corr and Wong VOTE: Passed 3-0-0 Mr. Piasecki noted that the item would be presented to the City Council on August 19th meeting. Com. Wong returned to the meeting. OLD BUSINESS: None NEW BUSINESS: None REPORT OF TtIE PLANNING COMMISSION Environmental Review Committee: Chair Corr was unable to attend the last meeting. Mr. Piasecki noted that the only item on the agenda was the Town Center development. Flousing Committee: Com. Chen said that she did not receive ample notice to attend the last meeting. She noted that she would attend the meeting on July 1 Ith. Mayor's Breakfast: Chair Auerbach reported on the discussions held at the recent Mayor's breakfast, including the placement of the five sculptures throughout the city; Stevens Creek trails, library report, telecommunications committee report. Chair Auerbach reported on his attendance at the Riparian Renaissance Conference. Chair Auerbach reported on his attendance at the' recent American Solar Energy Conference. He suggested as part of the environmental section of the General Plan update to question if the building codes recognize improvements being made from passive means to allow the reduction of active means. Chair Auerbach requested that the following verbatim report be included for the record: "Background: The American Solar Energy Society, ASES, is a member of the International Solar Energy Society, ISES. I attended their 25th conference held in Sparks, Nevada June 16 through June 20th. It was the first time I had attended; I have been a member of the local chapter, the Northern California Solar Energy Association for 6 months, and I recently became a member of ASES. It was a fascinating show. While the local chapters are mostly occupied with events such as the annual solar home tour, ASES is the meeting place of leading scientists from major universities from all over the world as well as leading scientific institutions in the United States, such as Sandia National Label, Lawrence Berkeley Labs, Department of Energy, National Center for Photovoltaics, Interstate Renewable Energy Council, and the National Renewable Energy Laboratory. The plenary session speakers included: David Garman, Assistant Secretary for Energy and Efficiency and Renewable Energy at the DOE; Larry Kazmerski, Director of the National Center for Photovoltaics; Amory Lovins, CEO of the Rocky Mountain Institute; Paul Mcready, Time Magazine's Engineer of the Century, and the "Father of Human-Powered Flight"; William McDonough, architect and advocate for sustaining design, and author of "Cradle to Cradle." Planning Commission Minutes I I July 8, 2002 What I learned relevant to city planning: Solar panel (PV) technology is real, available and sensible. Per kWh it is still more expensive than grid power, but given a system's 20 year life expectancy, and adjusting the price for risk of grid power, buying power that will not fluctuate in price for that period may be a very sensible thing to do. Even at today's energy prices, a system may pay for itself in as little as 10 years. The State of California is offering a significant rebate on system installs; but independent of economic considerations if one wants to help reduce the carbon dioxide emissions and reduce global warming; if you want to help America create an energy system that is more secure and less oil dependent, then you should choose solar. And if the story on solar is good, the story on wind is even better. Today electricity from wind turbines is being produced at between 3 and 4 cents a kWh. That is competitive with today's energy Prices; if you have wind you have wind power. Let's not forget passive solar. Passive solar design is simple, effective, and requires no electronics to reduce energy consumption. The principles are simple: (a) face the broad portion of the house to the south; (b) Allow winter sunlight to strike some thermal mass such as a concrete or tile floor or stone wall; (c) Ventilate heat during the summer days; (d) Allow captured winter sun to radiate during winter nights. There are several excellent design tools to model this. Among the best for small buildings and homes was Energy-10, a software program developed by the National Renewable Energy Labs and available for $250 including a 2-day course on how to use it. This product has been successfully used in the field to model homes and reduce the need for additional cooling or heating. According to some of the suppliers and builders I spoke with, the major issue with cities is that they don't know enough about various types of solar systems. There was the story of one inspector in an unnamed town that shook one of the PV conduit pipes to see if it had water in it. It didn't and he passed it. In the case of OM, they said that most cities simply ignore the heating and cooling capacity of the passive system, and thus require that larger than needed heating and cooling systems go in the home. These may be installed for inspection and then removed for actual use. Some Questions to Ask.' Is Cupertino in the buildings it owns or is planning, such as the new library or sports center, renovation doing enough to minimize manufactured energy use, and maximize the use of natural energy sources? Is Cupertino ensuring that homes and buildings are oriented to the south and taking advantage of solar access? For example, when we approved the awnings on the Kimpton Hotel, were they more or less shading than is required to maximize the solar potential? Is Cupertino requiring new homes and buildings to provide energy analysis as a standard part of building approval? Planning Commission Minutes z2 July 8, 2002 Does Cupertino encourage builders of homes and offices to consider energy efficiency in new buildings, and are we able to properly account for the reduced heating and cooling loads in reduced conventional I-IVAC equipment, and able to properly and in a timely fashion inspect these types of systems? Is Cupertino encouraging builders to eliminate products that are known human toxins such as formaldehyde, arsenic, chromium from building materials? Do new Cupertino homes have sufficient, open south facing roof area that can support solar PV and/or solar hot water? Has Cupertino eliminated the use of wood preserved with arsenic from city construction of fences, decks and playgrounds? Does Cupertino require that new office buildings have windows that open? As a matter of security in an emergency, does Cupertino require that emergency and essential services mn on distributed systems such as solar? Will Cupertino continue with ils fleet of electric vehicles and extend ils commitment by installing PV to charge these vehicles? As a matter of policy, does Cupertino regularly support initiatives before the PUC, the county or the state that would encourage renewables initiatives such as net metering and the California buy- down programs? Will Cupertino plan to send a representative to future ASES conferences? Exhibits: OM Book; Energy-10 handout; Program from the 2002 ASES Conference". (End of Verbatim report from Com. Auerbach) REPORT OF ~ DIRECTOR OF COMMUNITY DEVELOPMENT: Mr. Piasecki said that the Planning Commission needed to designate Com. Corr as an alternate to accompany Com. Saadati at the next DRC meeting. He reminded the Planning Commission of the August 19th joint study session with the City Council to review the VTA Best Practices Program. MOTION: SECOND: ABSENT: VOTE: Com. Saadati moved to designate Com. Corr as an alternate on the DRC. Com. Wong Com. Corr Passed 4-0-0 DISCUSSION OF NEWSPAPER CLIPPINGS: None ADJOURNMENT: The meeting adjourned at 9:25 p.m. to the Planning Commission meeting at 6:45 p.m. on August 12, 2002. Respectfully Submitted, o.a¥ Planning Commission Minutes 13 July 8, 2002 Approved as amended: August 12, 2002 Elizabeth Ellis Recording Secretary ovo -gas CITY OF CUPER TINO City of CuPertino 10300 Torre Avenue Cupertino, CA 95014 (408) 777-3308 Fax: (408) 777-3333 Community Development Department Housing Services SUMMARY Date: August 19f 2002 SUBJECT Request to initiate a public hearing to consider an amendment to the General Plan to increase residential allocation by 170-300 units in the Heart of the City planning area for a mixed use residential/retail/office project at the Hewlett Packard site north of Stevens Creek Boulevard between Wolfe Road and Tantau Avenue (APNs: 316-20-078/316-20- 079/316-20-085). RECOMMENDATION Staff recommends that the City Council: 1. Authorize a public hearing to consider the general plan amendment to increase residential allocation by 170-300 units in the Heart of the City planning area, subject to the conditions and findings contained in the Model resolution and Attachment A; and 2. Provide direction to staff and the applicant regarding office allocation and design. BACKGROUND On June 11, 2001, the applicants, as Compaq Corporation, presented a mixed-use project concept at a City Council study session. The project consisted of about 734,000 square feet of corporate office space, an 11,000 square foot conference center, 387 housing units and 11,000 square feet of retail space. The City Council was generally pleased with the mixed-use, pedestrian-friendly concept but had concerns related to open space, building heights and the amount of office development (see attached minutes). DISCUSSION Hewlett-Packard Corporation has submitted a revised mixed-use conceptual plan for the 26-acre site. New urbanist architect, Dan Solomon, has been retained to ensure the plan incorporates walkable "new urbanist" principles. The plan consists of 170 townhouse style units located around an approximately 3-acre central linear park on a 7-acre piece to the west of the site. The east side of the site will encompass an office Pnr~ted on Recycled Paper ~ /' / Hewlett Packard August 19, 2002 Application: GPA-2002-03 Page 2 campus. Finch Avenue is proposed to be vacated and replaced with a new circular road around the central park. The office campus will also include active commercial uses on the ground floor along Stevens Creek Boulevard. Pedestrian and bike links to the existing Calabazas Creek area are also proposed. Office FAR, heights, and residential densities are proposed to be in compliance with the General Plan, Zoning, and the Heart of the City Specific Plan. The applicant seeks permission to initiate a general plan hearing to consider the following modification to the land use section of the General Plan: · Increase the residential allocation in the General Plan for the Heart of the City Planning area by 170 units. ISSUES FOR DISCUSSION General Plan Amendment The General Plan currently has 433 units in the Heart of the City Planning area, which have already been allocated to other projects including the Vallco Redevelopment area (per the Bay Area Legal Aid settlement) and Civic Park. The project would therefore require a General Plan amendment to add 170 units to the Heart of the City planning area. The City's Municipal Code Section 20.02.025 contains criteria that the City Council should use to initiate consideration of a general plan amendment. The decision to consider a General Plan Amendment should be primarily based upon the degree to which the amendment wiI1 benefit the community and is compatible with the existing General Plan policies and goals. In addition, the amendment should meet at least one of the following criteria: 1. The amendment appears to support the existing General Plan goals and objectives (although the degree of public benefit could not be fully ascertained until the project is fully assessed). 2. The proposed amendment represents an unforseen land use trend that had not been considered. 3. The existing General Plan policy which precluded the proposed land use activity is based on outdated or inaccurate information. The proposed project (subject to the attached conditions) will support the following goals of the Cupertino General Plan: Community Identity: Policy 2.1 Diversity of Land Use and Policy 2.2 Heart of the City -The project will create a pedestrian-oriented mixed use development with a diverse range of land uses including retail, office and residences near the Vallco Shopping Center and the Heart of the City along Stevens Creek Boulevard. 2 Hewlett Packard August 19, 2002 Application: GPA-2002-03 Page 3 · Housing Variety: Policy 2-13: Full Range of Housing Opportunities and Policy, Policy 2-17 Housing Variation in the Urban Core - The project will provide attached housing units in a mixed-use setting and increase the range of housing opportunities currently available in the City. · Urban Design: Policy 2-24 Urban Focal Points, Policy 2-25 On-site Environments and Policy 2-26 Public Open Space Development - The proposal will provide a landscaped, mixed-use development with a central public park adjacent to retail uses in the area of the Vallco focal point with pedestrian connections within the project site, to the Vallco Shopping Center, and an improved trail along Calabazas Creek. In staff's judgment the proposal to include residential uses on the site are compatible with overall general plan goals which recognize increasing housing opportunities, providing a balance of jobs and housing in the City, and introducing pedestrian activity along Stevens Creek Boulevard. Site Design and Architecture The project incorporates 170 residential units in a 7-acre section to the west of the site. The units are arranged around a central 3-acre park with homes and stoops fronting the street, on-street parking and a pedestrian-friendly streetscape. The campus area to the east consists of four 3-5 story buildings. The office buildings are proposed to have retail uses on the ground floor at the intersections of Stevens Creek Boulevard and the circular park road as well as along Stevens Creek Boulevard. Two multi-story garages will support the parking needs of the office buildings. Pedestrian connections to an enhanced Calabazas creek are also proposed. The site plan incorporates new urbanist principles including: a mixed-use format, residential development around a central 3-acre public park, residential front stoops facing the street and rear-loaded garages, on-street parking, ground floor active retail uses near the park and lining Stevens Creek Boulevard, a pedestrian friendly streetscape, and pedestrian and bike links to an enhanced Calabazas creek. Enclosed, are a few examples of architecture and streetscape that the applicants are considering for the project. Staff will work with the applicant during the next phase to address issues including: the residential interface with the office and multi-story garages, streetscape along Stevens Creek Boulevard, and building architecture and heights. Trafficr Parking, and Circulation The traffic impact analysis will be prepared to analyze local/regional circulation and neighborhood impacts. Key issues to be considered include: · Evaluating on-street parking and lane reduction on Stevens Creek Boulevard and Vallco Parkway. 3 Hewlett Packard August 19, 2002 Application: GPA-2002-03 Page 4 · Creating a pedestrian/bike friendly environment on Stevens Creek Boulevard by providing on-street parking, wide sidewalks, street trees, street furniture, and special paved crosswalks at the intersection of Stevens Creek Boulevard/Finch Avenue, Stevens Creek Boulevard/Tantau Avenue, and Vallco Parkway/Tantau Avenue. · Providing traffic calming measures to reduce through traffic in adjacent affected neighborhoods. Based on the traffic impact analysis, a mitigation program consisting of improvements, payment of the project's share of area-wide improvements transportation demand management (TDM) techniques will be provided. site and CITY COUNCIL DIRECTION Staff is requesting, that the City Council provide direction to the staff and the applicant regarding the following issues: Office FAR Allocation The applicant is proposing office development with four 3-5 story buildings without specific square footages, but is stating that the development will be consistent with the General Plan. The base FAR for the site is 145,232 square feet. Staff would like the council to provide direction regarding the following additional office allocations: · Vallco Planning Area Office Bonus and lobs/Housing Balance - The General Plan allocates office bonus to the Vallco Planning area in the amount of 245,000 square feet. The Council may choose to allocate a portion of the Vallco Planning area bonus to the applicants. In order to provide a reasonable balance between jobs and housing in the City, office area over base FAR would have to provide 2 units/1000 sf of housing. Since the project includes 170 units, the project can support about 85,000 square feet of office over the base FAR of 145,232 sq.ft. The applicants may request additional office square footage from the Vallco Planning area office bonus. Staff is of the opinion that by expanding the housing component and undergrounding office parking, the project could accommodate some additional office development while closely balancing jobs and housing. Staff therefore recommends that the housing allocation be increased from 170 units (requested by the applicant) to 300 units. Staff would like the Council to provide direction regarding the jobs to housing ratio and the amount of office square footage to be allocated from the Vallco Planning area. · Headquarters Bonus - The General Plan also provides a 50,000 square foot headquarters bonus for projects that locate corporate headquarters in the City. If there is a corporate headquarters proposed, the applicants could qualify for 50,000 additional square feet of office. · Retail Allocation - In addition, the applicants are proposing approximately 50,000 square feet of retail/commercial office space to activate the office campus frontage along Stevens Creek Boulevard. The retail space will consist of restaurant, cafe, Hewlett Packard August 19, 2002 Application: GPA-2002-03 Page 5 gymnasium, travel agency, dentist/optometrist, etc. arranged around a plaza and will be accessible to the public. An example of such a development is the retail plaza at Veritas' headquarters at 350 Ellis Street in Mountain View. The retail component would be drawn down from the retail allocation for the Stevens Creek Boulevard planning area. Above Grade Parking The applicant is proposing two multi-story parking garages; one at the intersection of Tantau Avenue and the other along Vallco Parkway to the west of the campus site and adjacent to the residential development. Staff is concerned about the interface of the parking garages with the residential development and the possible stark, pedestrian un- friendly environment along Vallco Parkway and the intersection at Tantau. Possible alternatives include: undergrounding all or most of the parking below the office buildings, reducing the height of the structures above ground to a maximum of 2-3 stories and providing a landscaped buffer along the residential development and facing the ground floor of the parking garages with offices or other active uses. A number of recent developments in the City have incorporated underground parking as a pedestrian-friendly alternative to above ground structures. Staff would like Council direction regarding their preference for possible alternatives to multi-story parking garages. FUTURE STEPS Based on the City Council's decision and direction, the applicant can submit development applications to be heard concurrently with the subject zoning code and specific plan amendments. The Council's previous comments have been included as conditions in the Model Resolution (Attachment A to model resolution). Staff will work with the applicant to address key issues listed in the resolution. The following actions would be necessary: · Amend the General Plan to add 170-300 units in the Heart of the City planning area; · Amend the Zoning Map to allow inclusion of residential uses in the Vallco area; · Use Permit; and · Tentative Map Community Development APPROVED BY: Dave Knapp, City Manager Hewlett Packard August 19, 2002 Application: GPA-2002-03 Page 6 ENCLOSURES · Model Resolution (including Attachment A) · Minutes of the City Council Study Sessions - June 11, 2001. · Letter from Keith Dias, Hewlett Packard dated July 26, 2002 · Plan dated August 9, 2002 · Examples of building types proposed for the Hewlett Packard mixed-use development G:\ Planning\ PDREPORT\ CC\ GPA-2002-03.doc RESOLUTION NO. 02-154 A RESOLUTION OF THE CITY COUNCIL OF THE CITY CUPERTINO AUTHORIZING A PUBLIC HEARING TO CONSIDER AN AMENDMENT TO THE GENERAL PLAN TO INCREASE RESIDENTIAL ALLOCATION IN THE HEART OF THE CITY PLANNING AREA BY 170 -300 UNITS FOR A MIXED USE RESIDENTIAL/RETAIL/OFFICE DEVELOPMENT AT THE HEWLETT PACKARD SITE NORTH OF STEVENS CREEK BOULEVARD BETWEEN WOLFE ROAD AND TANTAU AVENUE (APNs: 316-20-078/316-20-079/316-20-085) WHEREAS, the City of Cupertino has received an application for a General Plan Amendment as described in this resolution; and WHEREAS, the applicant requests to amend the General Plan Land Use and Housing Elements to increase residential units in the amount of 170 housing units in the Heart of the City planning area for a mixed-use residential/retail/office development at the 26-acre Hewlett Packard site north of Stevens Creek Boulevard between Wolfe Road and Tantau Avenue. WHEREAS, the applicant has satisfied the following criteria for considering a general plan amendment: 1. The amendment appears to support the following existing General Plan goals and objectives: · Community Identity: Policy 2.1 Diversity of Land Use and Policy 2.2 Heart of the City; · Housing Variety: Policy 2-13: Full Range of Housing Opportunities and Policy, Policy 2-17 Housing Variation in the Urban Core; · Urban Design: Policy 2-24 Urban Focal Points, Policy 2-25 On-site Environments and Policy 2-26 Public Open Space Development; · Transportation: Policy 4-2 Traffic Capacity and Land Use Limitations and Policy 4-3 Coordination of Street Improvements. NOW, THEREFORE BE IT RESOLVED by the City Council of the City of Cupertino that after careful consideration of the plan titled "Hewlett Packard conceptual site plan", dated August 9, 2002, letter dated July 26, 2002, the packet containing local project examples, facts, exhibits, testimony and other evidence submitted in this matter, the request to initiate a public hearing to consider a General Plan amendment for Application GPA-2002-03 is hereby authorized subject to the "Project Conditions" in Attachment A; BE IT FURTHER RESOLVED: That the sub-conclusions upon which the findings and conditions specified in this resolution are based on and contained in the public hearing record concerning Application GPA-2002-03, as set forth in the minutes of the City Council Meeting of August 19, 2002, and incorporated by reference as though fully set forth herein. Resolution No. 02-154 Page 2 GPA-2002-03 August 19, 2002 PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 19t~ day of August 2002, by the following vote: VOTE: MEMBERS OF THE CITY COUNCIL AYES: NOES: ABSENT: ABSTAIN: ATTEST: 'APPROVED: City Clerk Mayor, City of Cupertino GPA-2002-03 August 19, 2002 Resolution No. 02-154 Page 3 ATTACHMENT A PROJECT CONDITIONS In order to address the City Council's concerns, the applicant shall evaluate or incorporate the following components as indicated below in order to create a development suitable for the site and to address impacts to the neighborhood: 1. Evaluate expanding the housing component (minimum of 170 units to a maximum of 300 units) to reasonably offset office area in excess of the base FAR of 145,232 sq.ft (not including the headquarters bonus and commercial areas, if applicable). Approximately 2 housing units/1000, sq.ft, of gross office area are needed to offset the jobs created by the office component. 2. Provide a 3-acre public park with lighting and electrical facilities for civic open air events such as art and wine festivals and the farmer's market. 3. Evaluate a linear water and walkway feature that "follows" the line of the creek within the park and provides a connection to the open space along Calabazas creek to the north and south of the project site by using special pavers in the streets. 4. Design residential ground floor units with attractive stoops, porches, front entries and landscaped front yards to provide a pedestrian-friendly streetscape. 5. Provide an extensive landscaped buffer and screening where residential uses abut a parking garage. In no case shall the parking garage extend above the height of the residential units. 6. Design the corporate office and residential buildings (scale and architectural character) to create a high-quality, pedestrian, mixed-use environment along Stevens Creek Boulevard. 7. Incorporate exemplary architecture, high-quality natural materials such as marble, stone and brick, and landscaping that significantly enhances the project. 8. Provide special pavers for the street around the park, in the motor courts, parking spaces at Vallco Parkway, and in pedestrian crossings within the project. Provide street trees and well- designed streetscape elements such as benches, streetlights, bollards, lighting, etc., along all interior streets, Vallco Parkway and the Stevens Creek Boulevard frontage. 9. Incorporate high quality environmental graphics with a consistent design theme including: gateway features at primary entrances; markers;and directional signage to guide pedestrian and auto circulation. 10. Office buildings shall be 2-3 stories along Stevens Creek Boulevard and shall have maximum heights of 3-5 stories set back from the frontage along Stevens Creek Boulevard. 11. Locate ground floor commercial uses and create an entry point at the intersection of Stevens Creek Boulevard and the circular park road. 12. Provide ground floor commercial uses and a pedestrian-friendly streetscape along the Stevens Creek Boulevard frontage to activate the street. 13. Create a pedestrian-friendly environment along Vallco Parkway by lining the street with residential fronts, facing ground floors of the parking structures with office uses, on-street parking, street trees and street furniture. Resolution No. 02-154 Page 4 GPA-2002-03 August 19, 2002 14. Reduce height of parking structures (maximum of 2-3 stories above ground) and locate garage entrances away from the residential development. 15. Line Calabazas creek to the north of the project site with trees, a bike path, landscaping and seating areas on Hewlett Packard property, and continue the trail connection with trees, a bike path and landscaping towards Hwy 280 and westwards along the drainage area to Vallco Mall and looping back to the development. The trails within and outside the project shall be accessible to the public and shall provide pedestrian/bike connections. 16. Analyze and evaluate the following enhancements to the existing circulation system to optimize functioning of the system and to manage additional traffic due to the development: a. Evaluate reducing Stevens Creek Boulevard to two-lanes in each direction, and providing on-street parking along the project frontage. If there are minimal impacts to the level of service (LOS) at key intersections, then provide the above enhancements. b. Evaluate redesigning Vallco Parkway to provide on-street parking and reduce the width of the road. c. Provide neighborhood calming measures to reduce through traffic in adjacent neighborhoods along Tantau Avenue, and other neighborhoods that may be used as through routes; and d. Based on the traffic impact report, mitigate traffic generated by the project through site improvements, payment of the project's share of area-wide improvements and transportation demand management (TDM) techniques. 17. Conduct a preliminary analysis of services and equipment (fire, police, recycling, PG&E, water, sewer, schools, etc.) to ensure that they are adequate to meet demand caused by the development and, if necessary, provide reimbursement for the project's share of services and equipment necessary to meet demand. 18. Incorporate public art in the residential and office portions of the project. G:\Planning~PDREPORTXCC\GPA-2002-03res.doc O/-/~ APPROVED MINUTES CUPERTINO CITY COUNCIL Regular Adjourned Meeting Monday, June 11, 2001 PLEDGE OF ALLEGIANCE At 5:05 p.m. Mayor James called the meeting to order in Conference Room C/D, 10300 Torre Avenue, Cupertino, California, and led the Pledge of Allegiance. ROLL CALL City Council members present: Mayor Sandra James, Vice-Mayor Richard Lowenthal, and Council members Don Burnett and Michael Chang. Council members absent: None. Staff present: City Manager David Knapp, Community Development Director Steve Piasecki, Public Works Director Ralph Quails, Administrative Services Director Carol Atwood, Senior Civil Engineer Mike Fuller, City Planner Ciddy-Wordell, Senior Planner Aarti Shrivastava, City Attorney Charles Kilian, and City Clerk Kimberly Smith. Also present: Planning Commissioner Marc Auerbach and Planning Commissioner Chuck Corr. ORAL COMMUNICATIONS - None STUDY SESSION Review of a request from Compaq Computers to amend the General Plan for a mixed-use development consisting of office, retail and residential uses. The property is located on the north side of Stevens Creek Blvd., between Wolfe Road and Tantau Avenue. Aarti Shrivastava, the city's project planner on this item, highlighted the proposal by Compaq. She said it would be a mixed-use project on 26 acres, comprised of 8.5-acre and 15.5-acre areas. There would be two residential segments of 4-5 stories each constructed over underground parking, totaling 388 units. Compaq also proposes a conference center, four office buildings, and some open spaces. She said that the jobs/housing balance formula indicates that for every 1,000 square feet there should be 2' housing units. Mr. Tom Quaglhia, project manager for the Riding Group, discussed the proposal in more detail. He said that the project would create a high-quality pedestrian-oriented mixed-use development including retail, office and residential uses along Stevens Creek Boulevard. He said the project also provides a residential rental component and a residential for-sale component in a high-density residential area. He hoped the Council would allow the initiation of a General Plan amendment for tim_her analysis of the project. ~i-II June 11, 2001 Page 2 Cupertino City Council 8: Cupertino Redevelopment Agency Keith Dias from Compaq said that the corporate headquarters are in Houston, but that this is a substantial part of the business and is the sales headquarters on the west coast. City Attorney Charles Kilian mentioned that the skateboard park issue would be discussed at the next City Council meeting in closed session, and also said that any of the ongoing operational amenities that are obligations of the applicant should be written in a development agreement. Dias said that the sales tax issue had been discussed within the corporation and the sales tax for everything they sell in the Cupertino offices would be directed toward Cupertino. Steve Piasecki, Community Development Director, summarized the amenity space and said that amenities, such as a daycare center and 5-10% of a conference center, wouldn't be counted against the order of base level square footage. He suggested finding sources in the current general plan to draw down for existing square footage allocation, such as an existing retail space, rather than amending the plan to add additional square footage. He said that this way the jobs/housing imbalance wouldn't be exacerbated. He commented that the applicant did a good job in planning around the open space areas and that there is a proposal to add 12 more affordable housing units. Quaglhia explained that the residential area would consist of 5 stories total, 4 stories residential over retail and the office buildings would be a combination of 4-5 stories. Emie Vasques said that the retail is actually an amenity to encourage walkability among the residents in the area. He said that the plan is for the plaza to become the central point. Greg Randall talked about planting colorful trees and moving the sidewalk back from the curb about 10-12 feet to enrich the streetscape. Bumett felt the proposal by Compaq was a thoughtful design, but his concern was about the 50,000 square foot "headquarter bonus" and the additional 200,000 square feet. He said that because of the General Plan and commercial development the City is required to provide 2700 housing units, which would mean high-density housing, but the need is actually twice that. He said that if the General Plan is executed then the housing situation would become worse. He said that Compaq has already received a benefit in the form of additional square footage and he didn't see sufficient tradeoffs in amenities to offset the' 200,000 square feet. He said he wanted to be sure that the comers of Finch and Stevens Creek and Tantau and Stevens Creek are pedestrian friendly intersections. Chang said the plan is headed in the right direction, and he liked the mixed-use proposal, especially the placement and amount of retail. He said that he didn't see the need for additional footage for Compaq and couldn't justify it to his constituents. He said that the basic conditions of development versus the additional amenities, need to be weighed in importance to the City. He thought 5 stories was too high and the buildings would be more balanced at 4 stories. June 11, 2001 Page 3 Cupertino City Council Cupertino Redevelopment Agency Lowenthal said many of the things he had hoped to see in the plan were not proposed. These included uncovering Calabasas Creek, and enhancements to the trail along the culvert. He liked the mixed-use proposal, but felt that the band-stand area that is proposed would be an amenity only for Compaq and it belongs over in the residential area instead. James summarized the Council comments and said that they all seemed pleased with the mixed-use aspect of the development but there was not a lot of support for extra square footage. She said that the community wouldn't support additional office space, except for possibly amenities such as a childcare center or more affordable housing. She would like Compaq to consider a sales tax agreement such as the one the City has with Apple since it's mutually beneficial. City Attorney Chuck Kilian clarified that if Compaq wanted to pursue the sales tax agreement that it would not be exactly the same agreement as with Apple. NEW BUSINESS Consider establishing sample voter ballot designations for candidates who have agreed to voluntary campaign expenditure limits, Resolution No. 01-125. The City Council concurred with the City Clerk's recommendation that only the Code of Ethics from the Fair Political Practices Commission be distributed to Council candidates for the November 6 election. Lowenthal moved to adopt Resolution No. 01-125. Chang seconded and the motion carded 4-0. ADJOURNMENT At 6:35 p.m. the meeting was adjourned. Kimberly Smith, City Clerk 02/-/3 invent Red i~slab & Wo~ Servk~s 10400 Nodh Tantau Awnue Cupertino, CA 95014 Uni~.cl States www.hp.mm Keilh Dias Wesmm REWS Manager 408-285-3239 Tel 408-285-3232 Fax keilfl.dias~hp.mm 26 July 2002 Mr. Steve Piasecki City of Cupertino 10300 Torre Avenue Cupertino, CA 95014 United States Re: lip Corporation General Plan Initiation Request Stevens Creek Blvd. at Finch Ave. Dear Mr. Piasedfi: Hewlett-Packard Corporation respectfully requests the initiation of a general plan ammdnm~t for an approximately 7-acre portion of our vacant property located in the vicinity of Stevens Creek Blvd. and Finch Avenue. The request is to change the land use designation from office to housing to a density not to exceed the 35u/ac guideline established in the City's "Heart of the City" Specific Plan. Our request for the general plan amen~t is calculated on a rough estimate of land area based on the attached conceptual mixed-use land plan. The exact final acreage calculation will be established prior to the City taking action on the genm~ plan amendment and overall project design The attached conceptual land plan represents a collaborative effort of the applicant (HP Corporation and The Riding Group), the Planning Staff and lead designers Dan Solomon of Solomon ETC, Grog Randall of Randall Design and Cliff Chang of Hoover The plan represents a fully integrated walkable community that invites the public into the public park, ground floor retail along both the Stevens Creek frontage and the more active areas of the pa~ at Finch Ave. and along the interior pa~ located throughout the new residential community. The housing, office campus and ground floor retail share common st~t entry points, walk-ways and open space creating a free flowing, interactive community. In addition, a unifying but distinctive architectural theme will be established for the overall mixed-use project. SpedfiC elermnts p~ within the conceptual state of the art master plan: Approximately 7 acres of for sale housing consisting (~ a mix of townhouses and flats ranging in interior living area of 1,200 to 2,200 sq. ft. All of the anticipated housMg units would have distinctive front door entries with rear loaded garages all in a combination of 3 and 4 ~tories. Overall residential densities would be below the 35 u/ac ran4ge established in the "Heart of the CITY OF CUPE INO PARKS AND RECREATION ADMINISTRATION Agenda Item Number STAFF REPORT Agenda Date: August 19, 2002 SUBJECT: Authorizing City Manager to execute an informal letter agreement with De Anza Cupertino Aquatics for the temporary use of the pool facilities at Blackberry Farm BACKGROUND De Anza Cupertino Aquatics (DACA) has requested temporary use of the city's pool facilities at Blackberry Farm for swimming instruction, as the pool at De Anza College will be closed for renovation. The use will commence September 3, 2002 and terminate on February 28, 2003. Instruction will be offered four nights a week, Monday through Thursday, from 4 to 8 p.m. During the course of the agreement, DACA will reimburse the city for all actual costs of pool use including: water, electricity, gas, garbage collection, custodial services, chemicals, daily pool maintenance and security. DACA will be responsible for the cost of equipment needed to run its program including: pool covers, temporary lighting for the pool deck, and temporary lighting for the parking lot. Typically, a temporary agreement of this nature would be approved by the city manager and not require City Council action. However, Blackberry Farm has historically been closed October through April, and using the pool facilities for swimming instruction may be of concern to adjacent property owners. Residents in the neighborhood have been notified of this proposed change in operation and may choose to address the council. FISCAL IMPACT All costs associated with use of the facility, it's staffing and operations, will be bome by DACA. There is no fiscal impact to the city. Printed on Recycled Paper Informal Letter Agreement with DACA August 19, 2002 Page 2 of 2 STAFF RECOMMENDATION Staff recommends that City Council approve the resolution authorizing execution of a letter agreement with De Anza Cupertino Aquatics for the temporary use of the pool facilities at Blackberry Farm. SUBMITTED BY: APPROVED FOR SUBMISSION TO CITY COUNCIL: Therese Ambrosi Smith, Director Parks and Recreation Department David W. Knapp City Manager RESOLUTION NO. 02-155 DRAFT A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CUPERTINO AUTHORIZING CITY MANAGER TO EXECUTE AN INFORMAL LETTER AGREEMENT WITH DE ANZA CUPERTINO AQUATICS FOR THE TEMPORARY USE OF THE POOL FACILITIES AT BLACKBERRY FARM Whereas, De Anza Cupertino Aquatics, a California non-profit corporation, has requested the temporary use of the City's pool facilities at Blackberry Farm for a period of approximately six months from September 2002 until February of 2003; and Whereas, there has been presented to the City Council an informal letter agreement attached to this Resolution whereby said temporary use is approved under certain terms and conditions; and Whereas, the terms of the informal letter agreement have been reviewed and approved by the City Attorney and the Director of Parks and Recreation; and Whereas, the aforementioned agreement has been executed by the authorized representative of De Anza Cupertino Aquatics; NOW, IT IS THEREFORE RESOLVED: The City Council of the City of Cupertino hereby authorizes the City Manager to execute said agreement on behalf of the City of Cupertino. PASSED AND ADOPTED by the City Council of the City of Cupertino this 19th day of August 2002 by the following vote: MEMBERS OF THE CITY COUNCIL AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: Kimberly Smith City Clerk Richard Lowenthal Mayor, City of Cupertino g:\cit y clerkXrcsolutions'X2002 resolutions\02-1 $ 5 daca.doc ~' B CITY OF City Hall 10300 Torre Avenue Cupertino, CA 95O14-3255 Telephone: (408) 777-3110 FAX: (408) 777-3366 Website: www.cupertino.org PARKS AND RECREATION ADMINISTRATION August 8, 2002 Mr. Pete Raykovich De Anza Cupertino Aquatics PO Box 436 Cupertino CA 95015-0436 Re: Temporary Use of Pool Facilities at Blackberry Farm Dear Mr. Raykovich, De Anza Cupertino Aquatics (hereafter referred to as "DACA") has requested the temporary use of the City's pool facilities at Blackberry Farm for swim instruction purposes for a period of six months commencing in September 2002. The City will agree to allow such temporary use under the following terms and conditions: The facilities to be used by DACA are the exclusive use of the two pools at Blackberry Farm as well as the attached changing rooms and rest rooms. DACA shall also have the non-exclusive use of Blackberry Farm parking lot during its use of the other pool facilities. The use will commence on September 3, 2002 and will, unless extended by written agreement, terminate on the last day of February 2002. The use shall be from Monday through Thursday from 4:00 p.m. to 8:00 p.m. ° DACA's use of the facilities is limited to providing swimming instruction for a maximum of 200 students per night. ° DACA will be responsible for reimbursing the City for all actual costs incurred by the City in allowing said temporary use including, but not limited to, utility costs, city staff time, security costs, pool and facilities maintenance, cleaning and repair costs, and pool chemical costs. Said costs shall be reimbursed within 30 days of billing by City. As used herein, utility costs include, but are not limited to, water, electricity, gas, garbage collection, janitorial, chemicals, and daily pool maintenance. 5. DACA will be responsible for securing the facility after use. Printed on Recycled Paper Temporar,f Use of Pool Facilities at Blackberr~ Farm August 8, 2002 Page 2 of 4 DACA will be responsible for the cost of all pool covers and other equipment necessary to conduct its temporary use, including temporary lighting for the pool deck. Lighting will also be needed for parking. Ail improvements and repairs performed by DACA to the facilities shall only occur upon written permission from the City. The use of the pool facilities by DACA is subject to the paramount right of the City to control and operate Blackberry Farm and the pool facilities. The City reserves the right to cancel this temporary use agreement at any time for any reason upon giving DACA written notice of said cancellation. The City reserves the right to reduce or change the number size, type, location, and/or use of the pool facilities at any time during this agreement. 10. DACA, during the term of its use, assumes all liability for personal injury or property damage in any way arising out of its use of the pool facilities. Further, DACA agrees to defend, indemnify, and hold harmless City against all damages, liabilities, or other costs or expenses (including legal fees and costs) that the City may pay as a result of any claim or lawsuit arising from DACA's use of these pool facilities. 11. DACA will, at its own cost and expense, procure and maintain during its usage of the pool facilities the following insurance coverage. Comprehensive general public liability insurance incurring against the risks of bodily injury, property damage, and personal injury liability occurring at or near the pool facilities or arising out of DACA's use of the facilities, with a combined single limit of at least $2,000,000.00 including, but not limited to coverage for facility's operations, broad form blanket contractual coverage, and standard personal injury coverages A, B, and C. b) Fire and extended coverage insurance, and vandalism, and malicious mischief insurance, insuring DACA's fixtures and equipment in or on the pool facilities for 100 percent of their insurable and replacement cost, without deduction for depreciation. c) Workers Compensation Insurance as required by the laws of the State of California. 12. Any insurance policy required under this agreement shall be issued by a responsible insurance company licensed under the laws of California and shall provide that it shall not be cancelled, terminated, or changed except after 30 days prior notice to City. DACA must deliver to City a duplicate original or certificate for all insurance policies procured by it for the above purposes. 08/87/2002 i5:42 4887773365 CITY OF CUPERTINO PAGE 84 Temporary Use of Pool l~aclllfie$ at Blackbcm'y Farm Augusl 8, 2002 13, 14. 16. 17. 18, DACA agrees that its usc of thc pool facilities is in an "as is" condition and City makes no warranty re[staling the condition of any of the pool facilities. The City a.~sumes no responsibility for the operability of any City equipment at thc pool facility including, but not limitcd to, pool heating, facilities' lighting, or powcr. DACA further agrees to hold City harmless from any event resulting in DACA's inability to usc the pool facilities caused by any reason wlaatsocvcr including the negligcncc of the City, its employees, officers, contractors or agents. At the concluaion of its tcmpoi.m.y u~ tmd~r this agr~mcm, DACA agre~ to vacate the pool .facilities in the same condition as the facilities were at the commencement of its us~. DACA will reimburse City for any and all damages to tho pool facilitics caused by DACA's u,~ thereof. DACA may not assign its rights under this agreement without written consent of the City. In any litigation, which is commenc~ b~tween the parties concerning ally i$$u~ contained in this agreement, thc prevailing party shall be entitled to reasonable attorney's fees and In ~.o event that the City or DACA receives complaims ~om the owners or occupiers of properties adjacent to, or near Blaekben3r Farm regarding any environmental impacts causcd by DACA's usc of thc pool facilities, DACA agrees to meet with tho complainants and to undertake reasonable measures to cease or mitigate said impacts. The agreement becomes effective only upon the execution by au authorized agent of DACA of this agreemem in the space desi/r~ated below and thc cxccution of this agreement by thc City Manager thereafter. Therese Ambrosi Smith ,Director of P/a~g'~eafion nonprofit corporaffon Date: David W. Kuapp, City Manager City of Cupertino Temporary Use of Pool Facilities at Blackberry Farm August 8, 2002 Page 4 of 4 APPROVED AS TO FORM Charles T. Kilian, City Afl~orney CUPEILTINO City Hall 10300 Torre Avenue Cupertino, CA 95014-3255 (408) 777-3354 FP~X (408) 777-3333 PUBLIC WORKS DEPARTMENT AGENDA ITEM °9'3 Summary AGENDA DATE August 1% 2002 SUBJECT AND ISSUE Bicycle Pedestrian Commission - Selection and Appointment of Members BACKGROUND On May 6, 2002, the City Council adopted an Ordinance establishing the Cupertino Bicycle Pedestrian Commission. The ordinance provides for five members to be appointed to staggered 4-year terms ending January 31 of odd-numbered years (2003,2005, 2007, etc.). The Council requested that staff report back to Council on the selection process for appointing members to the new Commission. This report responds to that request. The existing Bicycle Pedestrian Advisory Committee (BPAC) currently has four members with one vacancy, and has elected to continue to meet on its regular schedule (third Thursday of each month) until the new Commission is established. All four Committee members have agreed to continue to serve in that capacity. Selection Process The Council has established a process for the selection of Commission Membership for all City Commissions, which also applies to the new Bicycle Pedestrian Commission. Typically, the openings are advertised to the community and the Council interviews applicants and selects members to fill vacancies in each Commission. In the case of the new Commission, the Council will need to select three applicants to fill three four-year terms ending January 31, 2007 and two applicants to fill two two-year terms ending January 31, 2005. All current members of the BPAC would be eligible to serve on the new Commission regardless of the number of years of past service on the Committee. With Council approval staff will immediately begin the advertisements for the new Commission. On that schedule, it is anticipated that the Council could be in a position to interview applicants and make appointments to all five vacancies at its October 21, 2002 meeting. Printed on Recycled Paper Even though the Ordinance technically specifies terms ending January 31 (of 2003) it would be in order to advertise the terms as ending in January 2005 (two vacancies) and January 31, 2007 (three vacancies) so applicants would know the extent of service for which they are applying. RECOMMENDATION It is recommended that the Council direct staff to advertise for the five vacant positions of the Cupertino Bicycle Pedestrian Commission (three four-year terms and two two-year terms). Staff also recommends an application deadline of October 11, 2002 and an interview date and time of October 21, 2002 at 5:30 PM. Submitted by: Director of Public Works Approved for Submission: David W. Knapp City Manager CUPEP TINO City Hall 10300 Torte Avenue Cupertino, CA 95014-3255 (408) 777-3354 ~'Ax (4U~)/'//-~ PUBLIC WORKS DEPARTMENT AGENDA ITEM o~ Summary AGENDA DATE Aueust 19~ 2002 SUBJECT AND ISSUE Approval of an Ordinance Amending Cupertino Municipal Code Section 3.23 to: Authorize the Director of Public Works to approve individual Construction Contract Change Orders not to exceed $100,000 and in the aggregate not to exceed the Council approved contingency fund for each project; and, Authorize the Director of Public Works to approve extensions of time for construction projects up to a maximum of 60 calendar days. BACKGROUND During construction of Public Works projects from time to time there arises a need to perform extra work on the project as a result of unforeseen conditions or changes required to ensure that the project is completed as it was originally intended. These changes are often discovered during the course of the work and require immediate attention to solve whatever problem they represent. Examples include such things as the discovery of underground utilities during excavation that were not known or not shown on the construction drawings. The method of authorizing and paying for this extra work is accomplished by an amendment to the construction contract. These amendments are known as Contract Change Orders (CCO). Currently all CCO's on formal contracts require approval by the City Council, although the Director of Public Works may authorize the extra work, contingent on Council approval. These transactions are almost always routine consent items that are approved within the Council's previously approved budget and contingency for the project. CCO's are usually required to ensure timely and correct completion of the project. As such, any delay in the approval of a change order could delay the entire project. Printed on Recycled Paper ~ q- / During the next 2-3 years, the City will have nearly $30 Million in work under construction. In order to facilitate the management and timely administration of this work, it is recommended that Change Order authority, within certain limits, be delegated to the Director of Public Works. The Cupertino Municipal Code currently allows the Director of Public Works to approve informal contract awards within the limits of the authority provided in the State Public Contract Code. This limit is currently $100,000. It is therefore proposed that the same limit be applied to the Director's authority for CCO approval, i.e., a limit of $100,000 per individual CCO. Further, it is proposed that authority be granted for CCO approval such that individual CCO's up to $100,000 each may be approved by the Director of Public Works for any individual project providing that such approvals does not, in the aggregate, exceed the amount of the contract contingency approved by the City Council at the time the contract is awarded. Since construction contracts specify the exact number of calendar days within which the project must be completed, the need for extra work, or other causes may delay the work at no fault of the contractor. In that case an extension of time may be granted for the completion of the work. Since these extensions are also accomplished by amending the contract through a CCO, it is proposed that the Director of Public Works be authorized to approve extensions of time up a maximum of 60 calendar days. Lastly, all CCO's approved by the Director under this authority will be reported to the City Council on a quarterly basis as an informational agenda item at a regularly scheduled Council meeting. Since there are currently projects under construction, in order to ensure timely and expeditious administration of these and future projects, so as to safeguard the adjacent neighborhoods, it is recommended that the Council adopt the ordinance as an urgency measure such that it will be effective immediately. STAFF RECOMMENDATION It is recommended that the City Council adopt Ordinance No. I el00 repealing Section 3.23.160 in its entirety and adding new Section 3.23.160 relating to authority for contract change orders and time extensions for public works contracts, and that Ordinance No. I ~ {){) be adopted as an urgency measure. Submitted by: Ralph A. Qualls, Jr. Director of Public Works Approved for submission: David W. Knapp City Manager ORDINANCE NO. 1900 DRAFT AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF CUPERTINO AMENDING CHAPTER 3.23 OF THE CUPERTINO MUNICIPAL CODE RELATING TO PUBLIC WORKS CONTRACTS AND BIDDING PROCEDURES, REPEALING SECTION 3.23.160 AND ADDING A NEW SECTION 3.23.160 RELATING TO CHANGE ORDERS FOR ADDITIONAL WORK ON PUBLIC WORKS CONTRACTS AND DECLARING THE URGENCY THEREOF SECTION 1. Findings. The City Council of the City of Cupertino does hereby find that: Section 3.23 Public works Contracts and Bidding Procedures, as currently enacted, does not provide sufficient flexibility and authority for the practical and efficient administration of public works projects, and: In order to protect the public safety, health and welfare, this ordinance is adopted as in urgency Ordinance pursuant to Government Code Section 65858. There are public works projects currently under construction that provide for safeguarding the health and welfare of the adjacent neighborhoods, that cannot be efficiently and expeditiously administered without the flexibility and authority provided by this ordinance amendment. THE CITY COUNCIL OF THE CITY OF CUPERTINO DOES HEREBY ORDAIN that Chapter 3.23, be amended to repeal Section 3.23.160 in its entirety and to add the following new Section 3.23.160: Section 3.23.160 Additional Work by City Authority Notwithstanding the provisions of this Chapter, if the Director of Public Works determines that additional or extra work on any public works project is required to complete the project as originally intended, the Director of Public Works is authorized to approve contract change orders for additional or extra work on any public works contract without complying with the bidding requirements established in this chapter, provided that each individual contract change order does not exceed the required dollar value for bidding established by Section 22032 of the California Public Contract Code; and, further, that the aggregate total of all such contract change orders for any one public works project does not exceed the value of the project contingency established for the project at the time the contract is awarded. Under this same authority, the Director of Public Works is authorized to approve extensions of time to public works contracts up to a maximum of 60 calendar days. This urgency ordinance shall take effective immediately. Ordinance No. 1900 INTRODUCED and ENACTED at a regular adjourned meeting of the City Council of the City of Cupertino this 19th day of August, 2002, by the following vote: Vote AYES: NOES: ABSENT: ABSTAIN: Members of the City Council ATTEST: APPROVED: City Clerk Mayor, City of Cupertino ~F City Hall 10300 Torte Avenue Cupertino, CA 95014-3255 Telephone: (408) 777-3223 FAX: (408) 777-3366 kimberlys~cupertino.org OFFICE OF THE CITY CLERK SUMMARY Agenda Item No. 025- Meeting Date: August 19, 2002 SUBJECT AND ISSUE Consider request for reinstatement to Public Safety Commission by Marc Majewski. BACKGROUND City Council Resolution 02-064 specifies appointment and attendance requirements for commission members. The attendance provisions are fairly rigid in order to increase the likelihood of a quorum for all meetings. The resolution states: · A member shall be considered removed from an advisory body under the following conditions. · A member misses more than three consecutive meetings · A member misses 25% of the body's meetings in a calendar year It is the responsibility of the body's staff liaison to notify the City Clerk of a member's attendance record to allow sufficient time to send a warning notice if the member has already missed two consecutive meetings, and to send a termination notice if the member has missed three consecutive meetings or 25% of the meetings in a calendar year. A member who has been removed from an advisory body for inadequate attendance may request a waiver of this provision by submitting a letter to the City Council setting forth the reason for the absences and confirming future availability. Mr. Marc Majewski missed two consecutive regular meetings of the Public Safety Commission, in June and July. A warning letter was sent immediately. He then missed the August meeting, which constituted 25% of the commission's meetings. A termination letter was sent on August 9. Printed on Recycled Paper August 10, 9_009_ Page 2 Mr. Majewski responded with a letter dated August 13 (attached) requesting a waiver of the termination policy and reinstatement to the Commission. RECOMMENDATION: Council's options include: A. Reinstate Mr. Majewski so that he may continue to serve his term, which ends January 2002; or B. Direct the City Clerk to fill the vacancy. In this event, staff suggests the deadline for applications be September 27, with interviews on October 7. Submitted by: Kimberly Sm~h City Clerk Approved for submission: David W. Knapp City Manager Kimborl}/Smith From: Sent: To: Subject: Marc_Majewski@dadebehring.com Tuesday, August 13, 2002 3:26 PM kimberlys@cupertino.org Request for Waiver of Termination from Safety Commission 20371 Gillick Way Cupertino, CA 95014 Kimberly Smith, City Clerk City of Cupertino, City Hall 10300 Torte Avenue Cupertino, CA 95014 August 13, 2002 Dear Ms. Smith, I have received your letter of August 9th, and am writing this letter to you to request a waiver of termination from my position as Public Safety Commissioner. It was not my intent to give up my position because of poor attendance. Earlier this year I have managed to attend Safety Commission meetings despite personal illness and the need to arrange and attend 2 funerals for family members on the east coast. This June I missed the meeting due to a scheduled business trip. I missed the July meeting due to an emergency root canal, (the meds put me out for the night.} In August I was out of state, (on vacation attending my sister's wedding) and mistakenly thought the meeting was scheduled during the week of the 12th, rather than the 8th. That was stupid, but would've been unavoidable. It was not my intent to abandon my commitment. I have apologized to my fellow commissioners. My travel plans for the rest of the year do not conflict with scheduled Safety Commission meetings, and absenteeism was not an issue during my first term as a Commissioner. I wish to continue in my role as a Public Safety Commissioner, and to finish out my 2nd term. I regret that I missed three meetings and will do my best to honor my commitment for the remainder of my term if allowed to do so. Sincerely yours, Certified Safety Professional Marc P. Majewski, ORDINANCE NO. 1898 DRAFT AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF CUPERTINO AMENDING CHAPTER 11.08.270 RELATED TO SKATEBOARDING AND ROLLER SKATING WHEREAS, in 1997 the City Council adopted Ordinance 1767, which prohibited skateboarding and roller skating in the in the Civic Center Plaza (consisting of the City Hall and Library area); and WHEREAS, the City Council now wishes to amend this section to allow roller skating and skateboarding in certain areas of the Civic Center Plaza; NOW, THEREFORE, BE IT RESOLVED, that the City Council of the City of Cupertino hereby ordains that Chapterl 1.08.270 is amended to read as follows: 11.08.270 Prohibition of skateboarding and roller skating It is unlawful and subject to punishment in accordance with Section 11.08.280 of this chapter, for any person utilizing or riding upon any skateboard, roller skates or any similar device to ride or move about in or on any public property when the same property ahs been designated by the City Council and posted as a "No Skateboarding or Roller Skating Area.." The following is established as a no skateboarding or roller skating area: Civic Center Plaza (City Hall/Library). However, skateboarding and/or roller skating is allowed on the two concrete retaining walls parallel to and closest to Torte Avenue between City Hall and the Library. This ordinance shall take effect and be in force thirty (30) days after its passage. INTRODUCED at a regular meeting of the City Council of the City of Cupertino this 15th day of July 2002, and ENACTED at a regular meeting of the City Council of the City of Cupertino this 19th day of August 2002, by the following vote: Vote Members of the City Council AYES: NOES: ABSENT: ABSTAIN: ATTEST: APPROVED: City Clerk Mayor, City of Cupertino THE FOLLOWING ARE ITEMS PASSED OUT DURING THE MEETING 08/19/2002 13:09 FAX 408 2879826 SCC LIB ADMIN ~002 SA A CrARA L RA V 1095 Noi-th Seventh Street San Jose CA 95112-4446 08 293.2326 08 287,9826 Fax A O M I N 1 S T R A T August 19, 2002 Dave Knapp, City Manager City of Cupertino 10300 Torre Avenue Cupertino, CA 95014-3255 Dear Dave: Thank you for the opportunity to provide our input on the proposed temporary library site on Bandley Drive. Mary-A~n Wallace, our Cupertino Community Library Supervisor, had the opportunity to tour flae site earlier and felt that it would appropriately accommodate the Library during qonstruction of the new Library. It met all of the conditions of size, parking, access and utilities which we had identified. We are !ooking forward to a lovely new library in Cupertino and eager to make way by moving!to temporary quarters. Thank you for all your help and assistance in this project. Please let me know if you have any other questions or concerns. Sincerely, Susan Fuller County ~Librarian Alum Rock ~ampbell Cupertino SANTA CLARA COUNTY LIBRARY www. santaclerecountylib.~g Gilroy Los Altos Los Altos H~ls Milpitas Monte Sereno IVTA's Community JDesign & Transportation Program for Integrating Transportation and Land Use V'TA COMMUNITY OI:'BIGIN & TRANlalaORTATION laROGRAM~ BEST PRACTICE:Ill MANUAL JPres. entation Top:cs · Overview of VTA's Community Design & Transportation Program · Overview of Best Practices Manual for Integrating Transportation & Land Use · Opportunity Areas & Using the Program · Discussion Program Background VTA rt-OMMUNITY OE:BIgN & TRAN~tPORTATInN FaRr'~I3RAMt B£ST pRAr~TI~r8 MANUAl- · VTA Board interest in enhancing Integrating Transportation and · VTA Strategic Plan Goal & Plan (VTP) 2020 · VTA's primary tool to ,pr'omof¢ and policies that better integrate systems and land uses Prog ram Approach · Countywide and Multi-jurisdictional · Multimodal - not anti-a · Partnership with · Influence Policy Chanc Transportation Systems Better use of Land · Based on a Precept of Incremental Change' le Vision 2 Corns, Corridor & Station Areas ~TA COMMUNITY OlrBIGIN & TRANBPOFITATION PROC~RA~ B~T PRAnTIG£B I~tANUAI. Program Benefits & Goals · Create more Sustainable Development Pafferns & Use Resources more E~iciently · Create Dynamic and Interesti · Enhance Communily Identily · Enhance Public Space · Street Design in Context - · Increase the supply and · Create more choices about w~' ~' · Preserve open space and natural areas 3 Best Practices Manual VTA COMMUNITY DEBIGN & TRANBPORTATION PROGRAM~ B£BT PRACTICES MANUAL Overview Influencing Change · VTA recognized the plan, design and transportation · How can VTA affect use authority? Influenc, ing Chang~ · CMP/CMA Role · Incorporate Best design and con~ · Use VTA capital im design & build on t · Provide resources to as: Best Practice-type projects 5 Influencing Change · Supporting projects · Funding Programs - Best Practices Fund - Livable Communities - Bicycle Program - Local Streets & Court VTA I"~-OMMUNITY Ds'BIEN & TRANBpr~RTATiCIN Influencing Change · Advocacy role - Decision-makers - Staff - Developers - Community · Ongoing Research, Assistance, Education · Promoting the Benefits Using t-~ Program · Visioning · Planning · Public Works · Community pRrqgRAkl~ I~ll;'gT FIgAr'~Tl~rg IVIANUAL :nt · Working with developers · Assistance with Capital improvements Supporting the Program · Program Endorsement - Model Policy Langua! · Partnering · Policy Changes the Program -General Plan /Im - Administrative ientation PROBRAN~ BEST PRA~"'I'ICEB I~ANUAL Opportunity Areas · Corridor Develo · Creeks, Trails & Pedestrian Improvemen · De Anza College · High Tech Centers · Linking Clusters · Shopping Center · Cupertino Community Congress Photosimulations 8 Walkable connections to transit center Walkable connections to transit center 9 I VTA COhIMUhlITY DE:BI[~N ~, TI~,hlBPORTATION I PROGI~AM! BE:ST pI~AC~ICE~B ~ANUALI I Walkable connections to transit center Walkable connections to transit center 10 VTA r~-I'"IMMUNITY DE:glEN .it TRANBpr. iRTATii3N I=IRC3~'~I:~A, Mi I::II:'BT FIRAI:TIr~-£B MANUAL INalkable Mixed-Use Shopping Center Walkable Mixed-Use Shopping 11 Walkable Mixed-Use Sho Center Mixed-use corddor 12 Mixed-use corridor Mixed-use corridor 13 Mixed-use corridor PROGRAM~ BE:aT PRACTICE:c~ MANUAL Mixed-use development on strip shopping center site 14 Mixed-use development on strip shopping center site Mixed-use development on strip shopping center site 15 VTA COldHUNITM DE~BIGN & TRANGPORTA'I'ION pRnl3RAH~ BEST PRACTICES MANUAl. Mixed-use development on strip shopping center site Stepping down in density from dense transit corridor 16 Stepping down in density from dense transit corddor Stepping down in density from dense transit corridor 17 v'rA r~-OI~IMI. JNII'Y D£EIIr=N & TRANBP[31~TATIQN PRQBRAI~ BrET PRACTICE~B MANUAL Compact street-oriented residential development Compact street-oriented residential development Compact street-oriented residential development Reviving The Street. - Existing Conditions VTA COlHI~IUNITY D£BI[3N & TRANgPORTATION I~ROGRAI~t BE:ST ~RACTICrS I~IANUAL VTA COMMUNITY DESIGN & TRANSPORTATION I:~ROGRAM~ BEST laRACTICE:B MANUAL Reviving the Street -Enhance StreetscaPe PROGRAM, BEST pRAcTiCEs MANUAL Reviving the Street - Catalyst Redevelopmen 2~ Reviving the Street - Full Development ~rrA f~-CININIUNITY ~)£gll~N & TRANBpr~RTATIDN PRor~RAI~t I~I~-BT PRA~--TICrg IV~ANUAL Next Steps · Outreach & education program March through September 2002 · Final draft manual production Sept/Oct · Board adoption October · Final printing and public .release Nov/Dec · Cities/County endorsement Winter/Spring 02/03 · Rollout Conference Winter 02/03 · Grants Programs- criteria & call for projects Discussion cuPEK,T No Cupertino Telecommunications Commission Annual Report The Cupertino Telecommunications Commission provides analysis and advice to the city council on issues related to telecommunications and supports the citizens of Cupertino with information regarding available telecommunication services and assistance in u 'tdizing these services. Throughout 2001, the commission was involved in several key projects: Coordinated and hosted a televised, public Internet Access Forum, featuring industry representatives fi.om AT&T Broadband, Sprint Wireless, and PacBell (SBC), to focus specifically on high speed access. These three companies provide high speed broadband service in the Cupertino area. A recent survey indicated that 90% of Cupertino households have some type of Internet access. This is approximately twice the national average, and the demand for broadband access is growing. The forum was broadcast live on the city channel and viewers also had instant e-mail access to the invited guests and commission members. Videotapes of the Forum are available in the Library and can be viewed on a regular basis on the City Channel and Public Access channel. A summary of the event was written by the commission and appeared in the Cupertino Scene. Provided technical guidance and recommendations to city staff and the Cupertino Planning Commission on existing applications for wireless antenna installations in the city. The commission also approved a recommendation to city staff for a consulting agreement with Krienes & Krienes, an outside consultant, to optimize the city's approach to the financial, aesthetic, legal, and safety issues related to wireless antennas. The planning and telecommunications commissions initiated a process to jointly develop an ordinance for determining antenna design and site requirements in Cupertino and to incorporate this direction in the Master Plan. Presented ~ annual COPA, Cupertino Outstanding Producer Awardmto access producer Ernie Piini at Foothill/De Anza Broadcast Media Center. Mr. Piini's work has won several awards and his show about chasing solar eclipses was voted outstanding by the commission. Awarded $10,000 in educational grants to a special outreach project at Cupertino Union School District supporting students, their families, and school admininistration. The project at Cupertino High School provides new orientation and introduction materials in multiple languages using multimedia and video. Awarded grants to public access producers to offset the costs of producing high-quality programming for the community television channel and promote diversity. Vera Gil From: Sent: To: Cc: Subject: jmshea3 @ attbi.com Monday, August 19, 2002 6:02 PM info@cupertino.org; verag @cupertino.org jmshea3 @ attbi.com Keiki Place Application August 20, 2002 To: City Clerk, City of Cupertion cc: Vera Gil City Planner Re Application U-2002-04, GPA-2002-02 Attention City Council members Hello, I am John Shea. My address is 22153 Wallace Drive, Cupertino. I live about two blocks from the proposed child care/parent-child play center. I write in support of this application. We need more places for children and their parents to gather, the children and the parents can all learn from each other. It will be a good thing for our entire community. I recommendation that this facility be required to be licensed by the State of California Licensing office when and if parents start leaving their children their and leaving the premises. For the record I am employed by the State of California Dept. of Social Services and I am Northern Vice President of AFSCME Local 2620 the social services union. However, I am writing my support today as a neighbor and as an official of AFSCME. Thank you John Shea John E. Shea Sr. TABLE OF CONTENTS CHAPTER 1. INTRODUCTION ENVISIONING A BETI'ER PATH: THE BEST PRACTICES PROGRAM ........................................................ 1 PROGRAM ELEMENTS WALKING THE BETTER PATH: THE ROLE OF LOCAL GOVERNMENT ................................................................. 3 LOCAL GOVERNMENT ACTION UST. ............................................................................................... 4 KEY CONCEPTS FOR BEST PRACTICES ........................................................................................................... 5 1. PLACE-MAKING .......................................................................................................................... 5 2. ACCESS BY PROXIMITY ................................... ..-. .......................................................................... ,5 3. INTERCONNECTION ................................................................................................................... 6 4. CHOICE ...................................................................................................................................... 6 BUILDING SYNERGY ..................................................................................................................................... 7 THE BEST PRACTICES FRAMEWORK...., ......................................................................................................... 7 NAVIGATING THE BEST PRACTICES MANUAl: A USER'S GUIDE ..................................................................... 8 HOW TO USE THIS MANUAL .......................................................................................................... 9 CHAPTER 2. BEST PRACTICE PRINCIPLES FOR INTEGRATING TRANSPORTATION AND LAND USE PRINCIPLE PRINCIPLE PRINCIPLE PRINCIPLE PRINCIPLE PRINCIPLE PRINCIPLE PRINCIPLE PRINCIPLE PRINCIPLE 1. TARGET GROWTH ON CORES, CORRIDORS AND STATION AREAS ................................. 1 2. INTENSIFY LAND USE ACTIVITIES ................................................................................ I 3. PROVIDE A DIVERSE MIX OF USES .............................................................................. 2 4. DESIGN FOR PEDESTRIANS ........................................................................................ 2 5. DESIGN IN CONTEXT ................................................................................................. 3 6. FOCUS OF EXISTING AREAS ....................................................................................... 3 7. CREATE A MULTIMODAL TRANSPORTATION SYSTEM ..................................................... 4 8. ESTABLISH STREETS AS PLACES ................................................................................... 5 9. INTEGRATE TRANSIT. ................................................................................................. 5 10. MANAGE PARKING ............................................................................................. ~,..6 CHAPTER 3. DEVELOPMENT AND DESIGN: THE BUILDING BLOCKS OF BEST PRACTICES ABOUT THIS CHAPTER .................................................................................................................... 1 A COMMON VISION .......................................................................................................... 1 THE APPROACH: 'BUILDING BLOCKS' OF THE URBAN ENVIRONMENT. .................................. 2 THE BUILDING BLOCKS ..................................................................................... ~ ............................. 3 THE FOUNDATION - ROLE OF THE PEDESTRIAN ENVIRONMENT. ........................................... 3 SITE AND BUILDING ............................................................................................................ 3 SITE PLANNING .............................................................................................................................. 6 PRACTICE 3-1: ORIENT BUILDING TO THE STREET. ................................................................. 6 PRACTICE 3-2: PLACE ENTRANCES TO SUPPORT THE PEDESTRIAN ENVIRONMENT. ................. 6 PRACTICE 3-3: MINIMIZE BUILDING SETBACKS ...................................................................... 7 PRACTICE 3-4: LOCATE PUBLIC USES ON THE GROUND FLOOR ............................................. 8 MANUAL O.~ BEST PRACTfC~$ fOP, JNT-~GI~ATING TRANSPORTATION & LAND-USi~ 1 PRACTICE 3-5: PLACE PARKING AREAS TO AVOID COMPROMISING THE PEDESTRIAN ENVIRONMENT...' .................................... 8 PRACTICE 3-6: DESIGN SITE ORIENTATION, CIRCULATION AND BUILDING PLACEMENT TO SUPPORT A RANGE OF TRANSPORTATION CHOICES .............................................. 9 BUILDING DESIGN PRACTICE 3-7: DESIGN BUILDING ENVELOPE TO ACHIEVE APPROPRIATE SCALE AND VISUAL INTEREST. ......................................... 10 PRACTICE 3-8 PLACE WINDOWS AND DOORS TO INVITE AND ANIMATE .............................................. 1 ] PRACTICE 3-9:AVOID BLANK WALLS ....................................................... 12 PRACTICE 3-1 O: PROVIDE HUMAN-SCALE DETAILS FOR PEDESTRIANS ...... ] 3 CONSIDER DESIGN WITH DENSITY. ...............................14 PUT DENSITY WHERE IT BELONGS: LAND USE PROGRAMS SHOULD REFLECT THE CONTEXT OF TRANSPORTATION INVESTMENT. ................................... 15 PRACTICE 3-13: BUILD TO PLANNED DENSITIES ..................................... 16 PRACTICE 3-14: DESIGN AND PLAN FOR TRANSIT. ................................ 16 PRACTICE 3-15: MANAGE PARKING ..................................................... 17 PRACTICE 3-16: IMPLEMENT TRANSPORTATION DEMAND MANAGEMENT (TDM) PROGRAMS ................................ 17 PRACTICE 3-17: PROVIDE A MIX OF COMPLEMENTARY LAND USES ........ 18 PRACTICE 3-18: CONNECT SURROUNDING PROJECTS AND AMENITIES ........................................................... 18 PRACTICE 3-19: USE ALLEYS AND REAR LANES .....................................19 PRACTICE 3-20: BALANCE A PROJECT'S LAND USE PROGRAM WITH REGIONAL NEEDS AND LOCAL PRIORITIES .................... 20 PRACTICE 3-21: FOCUS ON CATALYST PROJECTS TO IMPLEMENT BEST PRACTICES ......................................................... 20 CORE AND DISTRICT PRACTICE 3-22: CONCEIVED AND DESIGN WHOLE DISTRICTS, PROVIDING HIGH LEVELS OF CONNECTIVITY AND INTEGRATION ..................................................... 21 PRACTICE 3-23: ORGANIZE DISTRICTS AROUND AN IDENTIFIABLE CENTER ...................................................................... 22 PRACTICE 3-24: ALLOW COMPLEMENTARY LAND USES APPROPRIATE TO DISTRICT TYPE ................................... 23 PRACTICE 3-25: PROVIDE USABLE AND ACCESSIBLE PARKS AND PUBLIC SPACES ......................................... 23 PROJECT PRACTICE 3-11: PRACTICE 3-12: VTA COM~.IJi',I,"TY DESIGN & T.~ANSPO.~TATiON PROGRAM TABLE OF CONTENTS CORRIDOR PRACTICE 3-26: PRACTICE 3-27: PRACTICE 3-28: PRACTICE 3-29: PRACTICE 3-30: REGION PRACTICE 3-31: PRACTICE 3-32: PRACTICE 3-33: PRACTICE 3-34: PRACTICE 3-35: PRACTICE 3-36: TRANSFORM ARTERIALS INTO MULTIMODAL BOULEVARDS .................... 24 TAKE ADVANTAGE OF CORRIDORS' WIDTH AND SCALE ....................... 25 BUILD TO THE CORRIDOR, NOT AWAY FROM IT. ................................... 26 VARY CORRIDOR TREATMENT WITH CONTEXT. ..................................... 26 REINFORCE CORRIDOR IDENTITY BY PROVIDING A PUBLIC FRAME WORK FOR CORRIDORS AND 'NODES' ...................... 27 AVOID PIECEMEAL 'COOKIE-CUTTER' SMART GROW'TH SOLUTIONS ...... 28 MATCH DENSITIES TO TRANSPORTATION RESOURCES .......................... 28 ADOPT A REGIONAL APPROACH TO PLANNING FOR CORRIDOR ......... 28 INFILL BEFORE DEVELOPING OUTLYING AREAS .................................... 29 ACHIEVE BETTER JOBS/HOUSING BALANCE ........................................ 29 COORDINATE GENERAL PLANNING EFFORTS ...................................... 29 CHAPTER 4. A MULTIMODAL APPROACH TO STREETS INTRODUCTION ....................................................................................................................... 1 A MULTIMODAL APPROACH THE DUAL ROLE OF STREETS STREET CONNECTIVITY ........................................................................................................................ 2 RE-THINKING STREET DESIGN CONVENTIONS: MULTIMODAL DESIGN PRACTICES ......................... ,4 BEST PRACTICES FOR MULTIMODAL DESIGN: THE TRAVELWAY ....................................... L ............ 8 PRACTICE ~.-1: MAKE BETTER USE OF SPEED LIMITS ............................................ 8 PRACTICE 4-2: DESIGN NARROWER STREETS ...................................................... 9 PRACTICE 4-3: USE PHYSICAL DEVICES TO REDUCE DESIGN SPEEDS AND PROTECT NEIGHBORHOODS ............................................. 10 PRACTICE 4-,4: USE VISUAL CUES TO SIGNAL DRIVERS TO SLOW DOWN ..................................................................... 10 PRACTICE 4-5: USE ALLEYS TO INCREASE CONNECTIVITY .................................. 11 PRACTICE 4-6: PROVIDE CONVENIENT CROSSINGS OPPORTUNITIES WITH MID-BLOCK PEDESTRIAN CROSSINGS IN SELECT LOCATIONS .................................................................. 12 PRACTICE 4-7: BUILD BICYCLE INFRASTRUCTURE ............................................... 14 PRACTICE 4-8: DESIGN TRANSIT INTO THE TRAVELWAY ..................................... 14 PRACTICE 4-9: REDUCE PEDESTRIAN AND BICYCLE CONFLICTS THROUGH ACCESS MANAGEMENT. ........................................................... 14 PRACTICE 4-10: SMOOTH TRAFFIC FLOW THROUGH MEANS OTHER THAN ROAD WIDENING ..................................................................... 15 BEST PRACTICES FOR MULTIMODAL DESIGN: THE PEDESTRIAN ENVIRONMENT. ......................... 16 PRACTICE 4-11: CREATE A CONTINUOUS PEDESTRIAN NETWORK THAT CONNECT BUILDINGS TO EACH OTHER AND TO TRANSIT FACILITIES ........... 16 m.~ A MANUAL O~: BEST PRACTICES I:OR INTEGRATING 'TI~ANSPORTAIION & LAND-USE 3 PRACTICE PRACTICE PRACTICE PRACTICE PRACTICE PRACTICE PRACTICE 4-12: 4-13: 4-14: 4-15: 4-16: PROVIDE WIDE SIDEWALKS .............................z... 18 PROVIDE PEDESTRIAN AMENITIES ........................ 20 BUFFER PEDESTRIANS FROM TRAFFIC ................... 21 PROVIDE PEDESTRIAN-SCALED STREET LIGHTING..23 PROVIDE SECURE BICYCLE PARKING .................... 24 4-17: PROVIDE HIGH-AMENITY, ACCESSIBLE, AND FUNCTIONAL TRANSIT STOPS ....................... 24 4-18: DESIGN PUBLIC SPACES INTO THE PEDESTRTAN ENVIRONMENT. ................................ 25 BEST PRACTICES FOR MULTIMODAL DESIGN: INTERSECTIONS .............................. 25 PRACTICE 4-19: CONSIDER MODERN ROUNDABOUTS .................. 26 PRACTICE 4-20: MAKE PEDESTRIANS HIGHLY VISIBLE - TO MOTORISTS ............................. i ...................... 27 PRACTICE 4-21: PROVIDE FOR GOOD SIGHT DISTANCE FOR MOTORISTS AND PEDESTRIANS ............................ 28 PRACTICE 4-22: GIVE PEDESTRIANS TIME TO CROSS THE STREE .... 28 PRACTICE 4-23: PROVIDE EASY TO UNDERSTAND SIGNAL INDICATORS FOR PEDESTRIANS ................ 29 PRACTICE 4-24: MINIMIZE CROSSING DISTANCES ........................ 29 PRACTICE 4-25: MINIMIZE VEHICLE, PEDESTRIAN AND BICYCLE CONFLICTS ..................................... 32 PRACTICE 4-26: PROVIDE CONNECTIONS TO ADJACENT LAND USES .......................................................... 33 PRACTICE 4-27: INCLUDE DESIGN TREATMENTS THAT ALLOW BIKES TO COMFORTABLY CROSS INTERSECTIONS ................................................... 34 MODEL STREET TYPES ........................................................................................ 34 THE MIXED-USE STREET. .......................................................................... 35 THE COMMERCIAL STREET. ...................................................................... 36 VARIATION OF THE COMMERCIAL STREET: THE DOUBLE MEDIAN BOULEVARD .............................................................................. 37 RESIDENTIAL STREET. .............................................................................. 39 MAIN STREET. ........~ ............................................................................... 40 R&D OFFICE PARK STREET. ...................................................................... 41 SUBCATEGORY - THE INDUSTRIAL STREET. ....................................42 CHAPTER 5, MODEL PLACES ABOUT THIS CHAPTER .............................................................................................................. 1 MODEL PLACES ................................................................................................................. 1 1. REGIONAL CORRIDOR ......................................................................... 4-5 VTA COMM~JH.:TY DESIGN & TEANSFOETAT,fON PROGRAM ?AE~LE OE: CONTENTS 2. NEIGHBORHOOD CORE .................................................................. 6-7 3. DISTRICT CORE ............................................................................... 8-9 ,4. CORRIDOR RESIDENTIAL .............. . ................................................ 10-11 5. RESIDENTIAL SUBDIVISION ........................................................... 12-13 6. OFFICE PARK ............................................................................... 14-15 7. RETAIL CENTER ............................................................................. 16-1 7 8. URBAN BIG BOX RETAIL ................................................................ 18-19 9. NEIGHBORHOOD SCHOOL ........................................................... 20-21 VISUALIZING BEST PRACTICES - PHOTOSIMULATIONS ........................................................................................ 22 1. COMPACT, STREET-ORIENTED RESIDENTIAL .................................... 2,4-25 2. LIGHT RAIL STATION AS NEIGHBORHOOD FOCAL POINT. ............... 26-27 3. OFFICE PARK TO MIXED-USE BUSINESS DISTRICT. ........................... 28-29 4. THE MAKING OF A MIXED-USE INTERSECTION .............................. 30-31 5. INFILL DEVELOPMENT OF A STRIP SHOPPING CENTER SITE ............. 32-33 6. TRANSIT-ORIENTED DEVELOPMENT NEAR TRAIN STATION ............. 34.-35 7. MIXED-USE REGIONAL CORRIDOR ................................................. 36-37 8. WALKABLE CONNECTIONS TO TRANSIT CENTER ............................ 38-39 9. WALKABLE MIXED-USE SHOPPING CENTER ..................................... 4.0-4.1 10. STEPPING DOWN FROM HIGH-DENSITY CORRIDOR TO LOW-DENSITY RESIDENTIAL AREA ................................. ~ .............. 4.2-43 1 I. NEW HOUSING IN EXISTING NEIGHBORHOOD ........................... 44.-4.5 CHAPTER 6. THE ROLE OF LOCAL GOVERNMENT IN BEST PRACTICES THE ROLE OF LOCAL GOVERNMENT ................................................................................................... 1 1. EDUCATION AND VISIONING,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,1 2. THE GENERAL PLAN ........................................................................... 2 3. PLAN AND DESIGN ............................................................................ 3 4..ZONING ............................................................................................. 4. 5. SPECIFIC PLANS FOR DISTRICTS AND CORRIDORS ................................ 4. 6. THE PERMI'I-FING PROCESS .................................................................. 5 7. REMOVING DISINCENTIVES TO BEST PRACTICES .................................. 5 8. CATALYTIC PROJECTS .......................................................................... 5 9. PARTNERSHIPS .................................................................................... 6 I 0. MAINTENANCE ................................................................................ 6 B. SUMMARY ...................................................................................................... 6 C. LOCAL GOVERNMENT ACTION CHECKLIST. ....................................................... 7 CHAPTER 7. IMPLEMENTATION: OVERCOMING BARRIERS AND CREATING OPPORTUNITIES FOR CHANGE INTRODUCTION .................................................................................................. 1 OPPORTUNITY AREAS ......................................................................................... 1 MANUAL 0~' RE$'E PRACTICES ~:OR INTEGRATING T~ANSPORTA'~'ION & LAND-USE 5 TABLE OPPORTUNITY AREA 3: OPPORTUNITY AREA 4: OPPORTUNITY AREA 5: OPPORTUNITY AREA 6: OPPORTUNITY AREA 7: OPPORTUNITY AREA 1: BUILDING COMMUNITY SUPPORT FOR BEST PRACTICES ................................................................................. 2 OPPORTUNITY AREA 2: FLEXIBLE ZONING STRATEGIES ................................ 7 CLARIFYING DESIGN EXPECTATIONS ..................... 11 INNOVATIVE STREET DESIGN STANDARDS ............ 14 REVISING LEVEL OF SERVICE POLICY. .................... 16 RETHINKING PARKING REQUIREMENTS ................. 19 ATTRACTING DEVELOPERS TO BEST PRACTICES ...... 23 OPPORTUNITY AREA 8: INTEGRATING RETAIL INTO BEST PRACTICE DEVELOPMENT. ................................................................ 29 APPENDICES APPENDIX A: COMMUNITY DESIGN FOR BUS TRANSIT BIG PICTURE IDEAS ............................................................................................... 1 CREATING TRANSIT-FRIENDLY PLACES .................................................................... 2 INVOLVING STAKEHOLDERs .................................................................................. 2 PLANNING FOR BUS RAPID TRANSIT. ..................................................................... 3 BUS STOP DESIGN GUIDELINES .............................................................................. 4 TRANSIT CENTER DESIGN ....................................................................................... 9 STREET DESIGN CONSIDERATIONS ........................................................................ 10 APPENDIX B: COMMUNITY DESIGN FOR RAIL TRANSIT THE PLANNING PROCESS ................... ~ ................................................................... 1 RAIL PLANNING CONSIDERATIONS ......................................................................... 5 ILLUSTRATIONS ...................................................................................................... 7 APPENDIX C: COMMUNITY-DESIGN FOR STATION AREAS IMPROVING STATION AREA ENVIRONMENTS ........................................................... 1 STATION AREA DESIGN .......................................................................................... 1 DEVELOPING STATION AREA QUALIFIES ................................................................... 2 STATION AREA PRINCIPLES PRINCIPLE 1: CREATE A SENSE OF ORGANIZATION AND ORIENTATION .......... 2 PRINCIPLE 2: CONSIDER THE FORM AND SCALE OF SURROUNDING BUILDINGS ...................................................... 5 PRINCIPLE 3: MAKE SECURITY AND SAFETY A PRIORITY ................................. 6 PRINCIPLE 4: CREATE COMMUNITY IDENTITY ................................................. 7 PRINCIPLE 5: PROVIDE A WELL-MAINTAINED STATION AREA .......................... 8 APPENDIX D: LAND USE BUILDING DESIGN GUIDELINES FORTHCOMING YTA COM/~U~¢iT¥ DESIG.~ & TP. ANSPO~TAT~ON PRO(~:RAM .~.,~ TABLE OF CONTENTS APPENDIX E: METHODOLOGY FOR IDENTIFYING MULTIMODAL STREETS FORTHCOMING APPENDIX F: MULTIMODAL FIELD SURVEYS FILLING OUT THE SURVEY FORMS ......................................................................... 1 INTERSECTION FIELD SURVEY ...................................................... ~ ......................... 2 TRANSIT STOP FIELD SURVEY. ............................................................................... 3 1. MULTIMODAL FIELD SURVEY: STREET SEGMENTS ............................ ; ........ 4 2. MULTIMODAL FIELD SURVEY: INTERSECTIONS .........................................5 3. MULTIMODAL FIELD SURVEY: INTERSECTIONS (CONTINUED) .................... 6 4. MODAL FIELD SURVEY: TRANSIT STOPS .................................................. 7 APPENDIX G: MODEL POLICY, FOR INTEGRATING TRANSPORTATION AND LAND USE MODEL POLICY .................................................................................................... 1 IMPLEMENTATION ................................................................................................ 2 1. PLANNING AND PUBLIC WORKS ........................................................... 2 2. RIGHT-OF-WAY PROTECTION AND ACQUISITION .................................... 3 4. COORDINATION WITH OTHER JURISDICTIONS ........................................ 3 APPENDIX H: TRANSPORTATION DEMAND MANAGEMENT (TDM) PROGRAMS & STRATEGIES WHAT IS TDM? ..................................................................................................... 1 CHANGING THE COST OF COMMUTING ................................................................. 1 DIRECT CHARGES FOR PARKING ...............................'. ...................... 1 PARKING CASH-OUT. ...................................................................... 2 SUBSIDIZING RIDESHARE ................................................................ 2 FREE OR SUBSIDIZED TRANSIT. ........................................................ 2 OTHER CASH INCENTIVES .............................................................. 3 PREFERENTIALLY LOCATED CARPOOL PARKING ............................... 3 MAKING THE CONNECTION .................................................................................. 3 HELPING COMMUTERS TO LEAVE THEIR CARS AT HOME .......................................... 3 CARPOOL MATCHING .................................................................... 3 CAR SHARING PROGRAMS ............................................................. 4 BICYCLE FACILITIES ......................................................................... 4 PEDESTRIAN-FRIENDLY DESIGN ....................................................... 4 EMPLOYEE-SERVING USES: ON-SITE SERVICES .................................. 5 EMPLOYEE-SERVING USES: ACCESSING OFF-SITE USES ..................... 5 GUARANTEED RIDE HOME .............................................................. 5 GETrlNG EMPLOYEES TO STAY HOME ..................................................................... 5 STAGGERED AND FLEXIBLE WORK HOURS .............................................................. 6 TELECOMMUTING ................................................................................................. 6 MANUAL O~ BES! PRACTICES ~:OR INTt:GRATING T~ANSPORTA~JON & LAND-USE 7 Notes Page CHAPTER INTRODUCTION Santa Clara County has enjoyed a period of remarkable prosperity and growth. Drawn by jobs in the technolog~ sector, a beautiful set- ting and a superb quality of 1Lfe, people have flocked to the county from around the world. But with growth has come serious challenges to this quality of li~e. The region's natural settina and quality of life have drawn .~ople [rom around the w~orJd, Much of the county developed with the mind- set of spreading thirds out, segregating differ- ent. land uses, and focusing solely on getting around by automobile. This mindset has created large urban areas withLn the county where the landscape is characterized by "place- less" housing subdivisions and shopping malls, where most people are dependent on their cars for even the most basic errands, and where stressful, time-consuming traffic congestion has become a daily fact of life. The urban edge, which offers more housing for less money, and, temporarily, more open space, has become a powerful draw. This force has perpetuated the spread of urbanization, ever thinner and ever further into virgin countryside, convertin~ orchards to parking lots and farms to office parks. Globally renowned high-tach business has become a defining feature of ,'he county. The consequences of continuing the current pattern of growth are profound and complex, but one thing is certain: things will get worse. This cycle spirals toward more time lost to sim- ply trying to get around, more land lost to park- in~ and other development., more air pollution, and more infrastructure, resources, and energy devoted to moving goods and people over ever-greater distances. Current practices favor Iow-density housing developments built an the urban edge. where land is readily available. ENVISIONING A BETTER PATH: THE BEST PRACTICES PROGRAM Things do not need to proceed this way. The cycle can be broken, but only through a new paradigm for growth and development. Such a paradigm is offered by the Santa Clara Valley Transportation Authority's CVT.~s) new Best Practices Prog'ram for Integ.rating Tra?~spo.rtation at'~l Land Use. The pro,ram, which emerged from the Valley Transportation Plan 2020 (VTP 2020), Santa Clara County's long-range transportation plan, is an active partnership between VTA and its Member VTP 2O2O Goal for Integrating Transportation and Land Use: "To provide transportation investments ond services that support the maintenance and creation of vibrant urban communities and protect the Santa Clara County's natural resources. ' If current trends continue, accommodating the automobiles ~,odatod with projected growth will require devoting neorfy 9 more square miles of lurid to parking spaces by 2020. 03.02 A MANUAL OF BEST P£ACTICE5 FOR iNTEGRATING TRANSPORTATION AND LAND USE '1 DRAFT FOR PUBLIC REVIEW CHAPTER The best way to predict the future is to bvent it. -Alan Kay Agencies to broaden the range of viable trans- portation choices and make the most efficient use of transportation resources in the county. It is as much a program of the cities and county as it is of VTA. The program involves: · Establishing a long-range vision for growth in the county that enhances the quality of life for residents and workers. * Incorporating Best Practices in planning, design and development. · Identifying steps that VTA and Member Agencies can take to implement these prac- tices, Including changes to teclmical stan- dards and planning processes. · Building momentum for high-quality land development through policy changes by engaging all stakeholders in education, out- reach, and implementation. · Using the Best Practices Fund to make grants to member agencies for planning spe- cial projects that implement Best Practices through changes In local plans and regula- tions. · Coordinating with ongoing VTA activities such as the Transit-Oriented Development (TOD) Program, Proactive Congestion Management Program, and the Development Review Program, with modifications as needed to respond to the development of the Best Practices Prograrn. Through Best Practices, VTA engages its part- ners In a countywide dialogue to develop strate- gies for changing planning and development processes to more consistently support alterna- tive travel modes and efficient auto use. Fundamentally, Best Practices calls for change: change across multiple disciplines, from design to finance to engineering, each of which has overlapping importance to other disciplines. This manual supports the Best Practices Program by documenting its tenets, illustrating its vision, and presenting strategies for its implementation. Its purpose is to Inform, assist, and inspire elected officials, planners, engi- neers, planning and review boards, developers, lenders, and citizens seeking to improve the relationship between transportation and land The Best Practices Program focuses on creating great pbces for people. use in Santa Clara County. Indeed, the prac- tices and polices presented here are meant to be used at many scales by many peoplemfrom site plan to city plan and from planning profes- sionals to community groups. The Manual is intended to generate new thinking about the ways we build our communities, and provide tools and policy guidance for evolving them into more livable, sustainable, dynamic and unique places. And lastly, the Manual is a living document, one that will adapt to new informa- tion, input from program partners, and policy and design innovations. With the 21st century tmderway, more growth is poised to descend upon the county. The question is not whether it will come, but what shape it will take. Best Practices challenges us to crit. ically re-examine our current cycle of outward growth, and begin working toward creating places that invite pedestrian activity, support, transit, and build on the distinct qualities of each community. By providing the tools and partnership neces- sary for the more effective planning, Best Practices hopes to contribute a range of bene- fits to Santa Clara County Communities: · Enable people to accomplish daily activities by foot, bike, or transit in equal comfort to doing so by car. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 0302 DRAFT FOR PUBLIC REVIEW CHAPTER Unique places that draw people from their cars can be the focus of communib, life. · Promote civic and public life by providing memorable gathering places and concentrat~ ing activity and services in community cores. · Provide a range of housing choices for people with different lifestyles, from condominiums in city centers to graceful townhouse districts and single-family homes. · Create vibrant, memorable, and sustainable places with unique community identity. things are done. Local government is perhaps the most critical. Full realization of the Best Practices vision is not possible without the participation of local governments. Not only do their policies determine whether or not Best Practices-type development is even allowed to occur, but local government is the arena in which almost all facets of the built environment - from long- range planning and community participation to street standards and building permits-- come together. Local place-making, and its ultimate effect on transportation and land use, rests on the policies of local government. While the basic design tenets of livable, walkable, transit-supportive communities are increasingly well known; putting them into practice remains an extraordinary challenge. A wide range of actors, issues, and policies affect the built environment, and most of these are tightly constrained and possess momentum that is resistant to change. This manual contains a range of implementa- tion tools that local governments can apply in their planning, development, and regulatory efforts to help realize the Best Practices vision. These tools stem from, and are meant to help overcome, obstacles faced by localities as they set out to effect change. There ore those who would misteoch us that to stick in a rut is consistency - and a virtue, and that to climb out of the rut is inconsistency- and a vice. - Mark Twain Housing can be high-quality and contribute to the public realm. At the heart of Best Practices is a vision for how our communities can look, feel, and function, and how they can better support and enhance our everyday lives. That vision can dispel the myth that sprawling, auto-oriented development is the only way to grow, and provides the basis of policies and guidelines that can take us in a new and better direction. WALKING THE BETTER PATH: THE ROLE OF LOCAL GOVERNMENT Best Practices calls upon many different seg- ments of the community to change the way Involving stakehoJders in the decision-making process is a key component of Best Practices. This vision will not be the same everywhere; it is the function of local governments to decide which Best Practices Principles are appro- priate for their areas. But in the end, the goal is to weave Best Practices into the fabric of 03.02 A MANUAL OF BE5T PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC REVIEW v CHAPTER ILC)CAL GOVERNMENT ACTION LIST The following is a list of actions that local governments can take to implement Best Practices. Some of these actions are simple and readily executed in the short term; others are more complex and lengthy endeavors. But each action plays an important role. Achieved in combination, the actions on this list will help to bring the benefits of Best Practices to the Perform outreach to create community awareness of Best Practices and educate the community on what Best Practices means for them. Also perform early public outreach for potentially controversial land development projects. Convene a community visioning process to build community support for Best Practices. Identify key focus areas in the General Plan. These will be the cores, corridors, and station areas where Best Practices will be applied. '~'-- Write focus area plans to guide the type, intensity, and design of new development in these strategic areas. Publish architectural and urban design slandards that reflect Best Practices to communicate how new development should look. Pursue catalytic land development projects in focus areas. Form public-private partnerships to implement keystone projects that will begin the process of implementing the bcus area plan. Lead by example by building exemplary public projects. Fully employ the principles of Best Practices when developing civic projects such as government buildings, over which the local jurisdiction has the most control. Revise zoning codes to legalize and encourage Best Practices. Revisit slteet standards to allow flexibility in street design. Revise Level of Service (LOS) policy to allow multimodal transportation improvements in lieu of vehicle capacity improvements. Re-vamp the permitting process to emphasize and favor Best Practices. Get involved as early as possible in the process to ensure that Best Practices concerns can be addressed adequately. ~_ Re-double maintenance efforts to keep the public realm safe and inviting. Build internal, consistent support for Best Practices across all deportments, including community development, traffic, utilities, maintenance, garbage collection, fire and police. Best Practices cannot happen without fuji, agency-wide support. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBUC REVIEW CHAPTER planning and design activities - so that growth in the service of a more livable county is the norm, rather than the exception. VTA is com- mitted to building partnerships with local gov- ernments and to working together to make posi- tive change. KEY CONCEPTS FOR BEST PRACTICES Four key concepts exemplify the Best Practices effort. These big-picture ideas are the basis for the practices recommended in this manual, and work together to address the most pressing issues facing the county as we set out, to better integrate the places we live and ways we move around. 1. Place-making One of the consequences of current develop- ment patterns has been the erosion of the dis- tinct identity and sense of place that sets one district or community apart from the next. Current development patterns tend to lack the human-scale elements that create uniqueness and identity because auto-oriented develop- ment does not value design at that scale. Much of our built environment is designed to be expe- rienced from a fast-moving car, and is intimidat- ing or even dangerous to pedestrians. Best Practices intends to re-focus attention on the making of memorable places and with mak- ing whole communities rather than an assem~ blage of individual buildings and projects. And since the character of a place is inextricably linked to whether or not that place is populated with people, place-making is all about planning and designing buildings and spaces in a way such that people want. to be there. Best Practices proposes a return to human scale, to the details that are inviting to pedestrians and establish character. Issues such as traffic impacts, overall land-use program, and the fiscal desirability of the project are important considerations, but design details also warrant attention. To make good places for people, then, details matter. Comfortable walking environments are not only attractive and supportive of public life, they are also critical to making transit work, because transit users must get from stops and stations to their destinations on foot. In this sense, what is good for people is good for transit. Transit can help define community character and establish streets as places. Sest Practices aims to re-awaken and re-vitalize public spaces. 2. Access 8), Pr~ximill! The purpose of transportation is not to move people around for the sake of it, but to facilitate convenient access to the services, activities and experiences people want. The more spread out these services are, the more travel, and hence the more infrastructure, is required. When com- plementary land uses are clustered together, trips can be combined or even eliminated, free- lng up limited transportation resources. This also helps achieve the kind of critical mass that makes a vibrant public life possible. Many of the practices recommended in this manual are intended to support access by We are beginning to realize that our communilies, new os well as old, are not working es they should, and that the built environment that surrounds them has a great deal to do with it. - Richard Mae & Carter Wilkie, Changing Places 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 5 0RAET FOR PUBLIC REVIEW CHAPTER O proximity. Locating land uses with careful con- sideration of access by foot, bicycle, transit, and automobile, make more efficient use of Santa Clara County's land, public funds, and trans- portation infrastructure. In other words, Best Practices will do more with less. wring a great deal more service from existing transportation resources while creating more comfortable and livable places. Mixina and intensifying land uses brings services and activities close'together, thus reducing the need to travel. 3. Interconnection Although good places emerge from the inter- play of many elements-- buildings, the activi- ties contained within, streets, open spaces, and transportation services--these elements are often designed by different entities in isolation from one another, each with its own agenda. In good places, residential subdivisions are con- nected with, not walled off from, nearby stores and activities; transit stops, stations, and cen- ters are functional intermodal transportation nodes; and station-area housing is dense and attractive, but also easily accessed by foot from the train. In each case, many of the elements critical to the integration of transportation and land use are in place, but institutional and physical barri- ers keep them apart. Many of the recommenda- tions in this manual are intended to identify and reach across those barriers to make the crucial difference between simply 'close together' and truly integrated. Through an integrated 'systems' approach, interconnection--of streets, pedestrian net- works, transit modes, and development proj- ects-not only forms functional and coherent districts within the community, but also helps Providing safe and comfortable connections br alt modes contributes to making great pJaces. 4. Choice Current development patterns reinforce a "one-size-fits-all" model of growth: single-fami- ly homes, drive-alone commuting, and large, campus-style employment centers. Residents and workers Santa Clara County are exceptionally diverse, but the range of trans- portation and housing choices does not reflect that diversity. Basic choices about what kind of home to live in, where that home is located, the character of the surrounding community, and the means of getting around, are highly con- strained for most people in the county. But it is not enough simply to build apartments or provide bus service--we must provide the kinds of environments that make these choices desirable to a broader cross-section of the county's population. If presented with well- designed buildings, and assured the presence of quality public spaces and local amenities that can thrive in denser areas, many people would choose the advantages of city living over the expense of a single-family home. And many more people would commute by transit, given frequent, comfortable service and workplaces served by nearby shops and restaurants. Broadening the range of choices available to Santa Clara County denizens is fundamental to integrating transportation and land use and informs the recommendations in this manual. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER ~ A choice of' housing within the count, such as these live.work units, supports its diversi~ o~: incomes, cultures and Ii'espies. A comprehensive mubimodol tronsportatlon system creates options an~ reduces automobile dep~ndenc~. BUILDING SYNERGY One development project can do little to change the character of a neighborhood or city. Likewise, focusing on only one of these four concepts will not suffice; they are not discreet agendas. Rather, they are interrelated and mutually reinforcing, and, when practiced in unison, work synergistically to create high-quality communities. It is this synergy that produces wholesale positive change that is far greater than the sum of the individual parts. So together, these concepts summarize the Best Practices vision, and will be referred to throughout the Manual. This much is clear: nothing will change overnight.. In recognition of this reality, Best Practices seeks to create a long-range vision, and to pursue that vision through incremental implementation. By forming a clear vision about how we want to grow, the Best Practices Program allows eacfl/nd/vidual development decision to become a step toward a more inte- grated, more efficient, and ultimately, more liv- able Santa Clara County. THE BEST PRACTICES FRAMEWORK Previously untouched lands at the urban fringe have generally been thought of as leading candi- dates for development. However, Santa Clara County's mature urban areas also represent prime development opportunities. In fact, urban sites that are vacant or currently underutilized offer advantages over outlying areas because they are already served by urban services and infrastructure. And accommodating growth in the urban core plays a critical role in the protec- tion of valuable open space at the edge. These sites constitute the new frontiers for growth, and are the focus of the Best Practices Program. In VTP 2020, VTA and its member agencies identified potential future growth areas and defined them as Cores, Corridors, and Station Areas. The map in Figure I identifies these Cores, Corridors and Station Areas. These areas are the most likely to benefit from intensifica- tion and represent key opportunities for provid- ing multimodal transportation alternatives that can serve the needs of new residents and work- ers. Local jurisdictions are encouraged to add cores or corridors where intensified develop- ment and multimodal investments may be directed as opportunities arise. ,..ornaars such as Santa ~. ara Stree~ o~er great potential for linking residences, businesses, and entertainment centers. 03.02 A MANUAL OF BEST PRACTICE5 FOR iNTEGRATING TRANSPORTATION AND LAND USE 7 ~tL~FI FO~ ?UBLI( REVI£V~ CHAPTERO · Cores are districts that contain concentra- tions of residential areas, employment sites, and other destinations such as re~i] and cul- tural facilities. They are further distinguished as regional cores such as Downtown San Jose and Palo Alto/Stanford, county cores such as Downtown Mountain View and Gilroy, or local cores such as San Jose's W'rllow Glen, or downtown Los Gatos. · Corridors are linear in shape, centered on a single street or transit line that often func- tions as the 'spine' of the surrounding com- mtmity. Examples of corridors include El Camino Real, Stevens Creek Boulevard, and Capitol Avenue and Expressway. · Station Areas are locations adjacent to rapid transit stations that already serve or will serve as a focal point for new development. Examples include the, Whisman Station, Moitozo North Park, San Antonio Caltrain Station, and the California Avenue Caltrain Station. VTA will invest billion of dollars in transportao tion improvements in the coming decades. Such an enormous commitment compels us to ensure thoughtful and thorough coordination with land use policy, especially along multi- modal corridors that offer transportation choic- es beyond the automobile. NAVIGATING THE BEST PRACTICES MANUAL: A USER'S GUIDE This manual is structured to lead the reader from global, big-picture concepts to specific, how-to-get-this-done concepts. It is organized into seven chapters. After this introduction, Chapter 2 defines the Best Practices Prirtciples. Chapter 3 percent Best Practices for Develop-raent and Design, and Chapter 4 presents A Multimodal Approach to Streets. Chapter 5, Model Places, shows how it all fits together and what Best Practices change can look like. Chapter 6 defines the role of local government in the implementation of Best Practices, and Chapter 7 identifies opportuni- ties for change and features strategies and tools for overcoming commonly encountered barriers to implementation. A collection of appendices feature more detailed information and other resources for the topics covered in the Manual, The Manual has been designed to recognize the overlaps while allowing readers to pick and choose material most relevant to them. Each section within the Manual cross-references other sections, and readers are encouraged to jump to particular sections of interest rather than to read the Manual cover-to-cover. The table 1 on the following page provides a "how to use this manual" guide to help readers navigate their way through the manual. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03,02 HOW TO USE THIS MANUAL CHAPTERO If You Are... Then... Wondering how best to use the Best Practices Manual... Read this easy reference guide. The Manual is targeted to a diverse audience of planners, designers, engineers, decision-makers, and citizens. It can be used in a variety of ways - to get an overview of VTA's vision, to read specific design recommendations, to find out about innovative strategies for implementation, or to read about success stories in other parts of the country. For more information, call VTA at 408-321.5725 If You Are... A traffic engineer preparing plans for a street or other transportation infrastructure... Read Chapter 4 on a multimodal approach to street design. This chapter contains recommend- ations for more livable streets that promote all modes. Read the section on Innovative Street Design Standards in Chapter 7 which addresses issues that discourage deviation from current practices. If You Are... Preparing a general plan or specific plan for your city or district... Review the Best Practices Principles illustrated in Chapter 2. See if VTA has targeted a core, corridor, or station area in your city for transit investment and intensification. Identifi/other areas that you may want to include in the list. Incorporate appropriate guidelines to support Best Practices in these areas. See Chapters 3, 4, and 7 for ideas on design and policy. Follow up with zoning updates and design guidelines. If You Are... Involved in setting policy at the city, county, or state level... Review the Best Practices Principles illustrated in Chapter 2. While many of these principles have physical applications, some need to be supported by changes in policy. Read Chapter 6 on the big-picture role of local governments. Finally, see Chapter 7, particularly the section on Rethinking Level of Service Policy. A citizen of Santa Clara County concerned about the future of your city... Read Chapter 1 for an overview of the Best Practices Program. See if your area is located in or near o VTA Core, Corridor, or Station Area. If so, look over the Best Practices outlined in Chap- ters 3 and 4 to get a sense of recommended actions. Finally, refer to Chapter 5 to see how a set of coordinated actions may improve the quality of place in a typical location in your area. See the impact of Best Practices through photo- simulations in the section on Visualizing Best Practices. An advocate for sustainable development in Santa Clara County... Read Chapter 2 to understand Best Practices principles. Consult the Bibliography and the Resources listed throughout Chapter 7 for additional material. Attend VTA Best Practices workshops and presentations. Call VTA to present Best Practices at community and educational events. Be an active participant in outreach programs and community forums related to planning and project review. A designer of a building, project, or open space in Santa Clara County... Determine if the project is located in VTA designated cores, corridors, or station areas, if so, take special care to design them as Best Practice projects. Chapter 3 provides the basis for the design of new and retrofits of existing developments. Consult additional city standards and guidelines. A developer with an idea for a project... Read Chapter 2 on Best Practice Principles. Refer to Chapter 5 to see how typical developments may be transformed by the application of Best Practices. Use the Manual as a reference guide as you move ahead with developing the program, selecting a site, and picking a designer. Read Chapter 7 for an overview of issues that you may face and strategies to overcome them. Developing a vision for your downtown, water- front, or other special district... Review Chapters 1 and 2 on Key Concepts and Best Practices Principles in. Turn to the District and Core section in Chapter 3 and read the Best Practices recommended for such areas. Read Chapter 6 to understand the role that local governments can play in establishing a framework for great places and plans. Read the strategies in Chapter 7 that relate to community involvement in the visioning process. Updating zoning for your jurisdiction... Read the section on Flexible Zoning Strategies and Rethinking Parking in Chapter 7. Also refer to the section on Clarifying Design Expectations. It is important to make zoning and design guidelines work together in support of Best Practices. Convincing your City Council to approve a Best Practice project... Read Chapter 2 on Best Practices Principles and see how they may be presented as arguments for Best Practices development. Read about the success stories and case studies listed in the Manual and use them to illustrate the benefits of Best Practices. Contact VTA for educational material or a presentation of Best Practices. Looking for Best Practices success stories... Turn to the sections in the Manual that list key resources. These include the Bibliography, the Appendix on Best Practice development projects, and the sidebars, case studies, and resources presented in Chapter 7. Working for a local government agency that has a role in building, planning, or development... Read Chapter 2 to understand Best Practices principles. Review the role of local government identified in Chapter 6. Attempt to actively influence city programs, policies, and plans to be consistent with Best Practices. Read Chapter 7 on overcoming barriers and creating opportunities for change. Review and tailor the strategies for implementation to fit your context. A property owner in a core or along a corridor and have plans for expansion... Read Chapter 2 on Best Practice Principles. See model places in Chapter 5 for ideas on good prototypes. Review your plans and see if this might be an opportunity to retrofit your site to be more consistent with Best Practices. Contact your city or VTA for ideas on how to proceed. Writing an RFP to attract good development... Read the section on Attracting Developers to Best Practices in Chapter 7. To get good develop- ment, cities must target good developers. In addition, ensure that portions of the Manual - such as sections from Chapter 2, 3, or 5 are included in the RFP. It is critical that these goals be conveyed to developers right at the outset of the process. Pick the right site, set the right program and density, and follow through with clear direction and review. A planner ready to review a major development proposal in your city... Carefully read the design recommendations in Chapters 3 and 4. This is expected to be the basis for review of projects, particularly in cores, corridors, and station areas. If your city has additional standards and guidelines to be met, ensure that they follow the spirit of the Best Practices principles. Curious about Best Practices and the benefits of integrating land use and transportation... Review Chapters 1 and 2 on Key Concepts and Best Practices Principles to understand the goals of the Best Practices Program. See the impact of Best Practices through photo-simulations in the section on Visualizing Best Practices. Read the sidebars and case studies in Chapter 7 to see how different cities and agencies have put Best Practices into action. Consult the Bibliography for more information sources. Writing design guidelines for your city or district... Chapters 3 and 4 contain a number of design recommendations for sites, buildings, projects, districts, and streets. VTA expects that these will be adopted by cities and modified to fit their specific context. To get a more general idea about the goals of the program, read Chapter 2. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 9 [ ISA aNY] aNY NOII¥1~OdSN¥~I ©NII¥~©]INI ~OJ ~3DIIDV~d ~3~ 40 lYnNYW ¥ wv~OO~d NOII¥1~OdSN¥~I ~ 100~ XJonJcje.l 'se^!l~e!qo puo IOO8 esn puoI 0~0~: d~A eT, eAe,~o dieH plno~ soe~o ese~l u, ums~AeJ X~lod i~] 'seA,pe~qo esn pu.I V~ Jo ~q~dns X~,ldxe Xliues~d ~ou s~ X~lod X3ue~ JeAWew ~J~q~ {nq {uewdole~e~ p~u~{ -ueuuou {~oddns uuu s{ue~{seAu~ uo~{upodsuu~{ a~eq~ soe~o sepnpu~ dom eqi 'soe~o uo~lols puo sdopH~o~ 'sa~o~ u] luemdole,eP pelo~lue~uo~ Bu]i~oddns ~oj se]u~do~d s,ysA s~oqs dom s]q$ sJoppJoD a JO::) e JO::) eJO~ IDuo!BGU ~unoD IO)O'l SV3aV NOILVIS ~ SaOalaaOD 'S3~OD VIA: l aanold ~]idYHD XJ. INFIWWOD ¥/A CHAPTERi BEST PRACTICE PRINCIPLES FOR INTEGRATING TRANSPORTATION AND LAND USE PRINCIPLES The Best Practices vision is comprised of a series of principles that, when implemented con- currently, help to establish community character and identity, encourage residents and workers to walk, bike and take transit, and support a high quality of life. These time-proven Best Practices Principles build upon and expand the big- picture, key concepts [or the Best Practices described in the Ohapter 1, and create the foundation for the design practices presented in the following chapters. By their nature, the Principles overlap and are designed to be implemented in conjunction with the others - no single principle is meant to be carried out in isolation. In contrast, the success of Best Practices rests upon the synergy created by the Principles as they are implemented together in Santa Clara County communities. Principle I. Target Growth to Cores, Corridors and Station Areas people living near Bay Area Rapid Transit (BART) stations were five times as likely to commute on transit, than the average resident of that community. Secondly, infillLng and redevel- oping existing areas diverts growth away from the urban fringe, conserving open space. Finally, focusing growth to these areas may reduce the need for local governments to build--and then maintain-cosily new infrastructure. In these ways, focusing growth on cores, corridors, and station areas is about doing more with less. Principle 2. Intensify Land Use and Activities ~ density is a key feature of places that are vibrant and functional. While not appropriate everywhere, placing a higher intensity of uses on less land in strategic locations, particularly in cores, corridors and station areas, creates the critical mass of activity that is necessary in culti- vating viable transportation options, and ulti- mately, a sense of place. High-intensity locales provide a wide ridership base, allowing transit to serve more destinations and riders with the same infrastructure. Higher density also helps to make places walkable-and where people can walk, nearby businesses thrive, and public spaces, particularly streets, come to life. The critical antidote for sprawl 8 density, concentr~ lion and the rebuilding of centers. In essence, forging reconnections. - Roberta Brandes Gan'z/ Norman Mintz, Cities, Bock From The Edge, New Life for Downtown lnfill development around transit can reduce tra~c congestion and divert growth Dom the urban fl'~nge. Local governments should target new growth to cores, corridors and stations areas in order to capitalize on existing investments in infrastruc- ture including roads and highways, transit and other public facilities such as water and sewer lines. This principle, used in conjunction with principles below, such as intensifying land use and mixed-use development, provides a variety of benefits for cities. First, focusing growth around transit stops reduces the need for new residents to drive. A Transit-Based Housing Survey conducted by VTA and the Silicon Valley Manufacturing Group (SVMG) revealed that Light Rail corridor residents use light rail and bus combined as their predominant commute mode more than five times as often and have lower car ownership rates compared with resi- dents countywide. Another study found that Increasing the intensity and diversi~ of Jond uses promotes transit use and heJps to create more v{brant communities. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRMT FOR PUBLIC REVIEW 1 CHAPTER We yearn for real communities, for places ta live and work that are worthy of our affeciion. - James Howard Kunstler, The Geography of Nowhere Since cities and neighborhoods in Santa Clara have diverse identities, populations, and needs, increasing density may mean different things to different communities. For example, a residen- tial development in downtown San Jose may have a higher density than one in Willow Glen, but both help enhance the surrounding neigh- borhoods. Regardless of the location, density increases should be accompanied with good urban design and architecture to make commu- nities feel comfortable, attractive, and safe - for residents and visitors. Used together, inten- sification and good urban design can help increase public acceptance of higher-density _development. Principle 3. Provide a Diverse Mix of Uses Providing a raix of compatible uses within close proximity of each other can reduce the need for automobile trips and enhance community livability. This is especially true when imple- mented in conjunction wRh focusing growth to cores, corridors and station areas. For instance, retail such as bookstores, restaurants, and tea- houses included in or within walking distance to commercial projects allows employees to eat lunch or mn errands without driving, a true application of access by proximity. This, in turn, makes it possible for people to leave their cars at home and commute by transit instead. In residential areas, the presence of a comer store or a cafd helps reduce the need for addi- tiona, l automobile trips. As an example of syn- ergy at work, it also serves as a gathering place for residents. Furthermore, mixed-uses in close proximity gets people out walking in the neigh- borhood - a necessary ingredient for bringing activity and vibrancy to places. There are examples of successful new and old mixed-use buildings and neighborhoods within Santa Clara County. The downtowns of Mountain View and Palo Alto, and neighbor- hoods such as Willow Glen, are walkable mixed- use areas developed around transit and have maintained a prominent sense-of-community over time. A key to providing a mix of uses is to allow for mixed-use projects in the first place; and doing so often means revising restrictive zoning codes and development standards. Mixing living spaces with ground-floor retail and entertainment brings ac,'ivffles within easy walking distance and creates places that are active all day. Principle 4. Design for Pedestrians The hallmark of great places is the ability to walk between destinations. Therefore, a central principle of the Best Practices Program is to design for pedestrians. The county's transporta- tion system and built environment currently focuses on cars rather than people. But the beginning and end of every trip involves walk- ing, regardless of the mode used in between. Even slmpie design ~'eatures such as connections to pubJ'~c sidewalks can make places more comfortable flor pedestrians. Best Practices aims to design the entire built environment, from streets and sidewalks to buildings to civic spaces, for human-scale move- ment. This principle, coupled with a diverse mix of uses and quality design, again helps to create synergy. Pedestrian-oriented places encourage walking activity, enlivening public spaces. Public spaces are where transit stops are; safe, direct, and visually interesting connections to and from transit stops encourage higher transit use and reduce the need for driving. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC ~EVIEW CHAPTER Designing for pedestrians means designing buildings that people can easily and comfort- ably access on foot. Such design features include: orienting buildings and entrances to the street, from where pedestrians, including transit riders, are likely to come; minindzing setbacks to create an engaging streetscape, and placing uninteres~ parking lots at the rear of buildings. Other pedestrian-oriented design elements include safe and direct walk- ing routes, wide sidewalks, and amenities such as street trees, lighting and benches. Rather than dominate, design should reflect the context of its surroundings. This building in London is a good example of what not to do. Principle 6. Focus on Existing Areas Greater attention should be directed toward using land already dedicated to the urban fab- dc more efficiently before consuming addition- al land in outlying areas. Infill development, redevelopment, and brownfield sites in cores, corridors and station areas and throughout the county present ideal opport~mities for iraple- menting Best P~'actices. Many of these sites are h~ estabLished communities with long and rich histories, but some have fallen into disre- pair over the years. The fu,'ure of our civilization depends upon our obili~/ to select and control our heritage from the past, to alter our present attitudes and habits, and to project fresh forms into which our energies may be freely poured. - Let, liS Mumford Safe and comfortable pedestrian spaces, such as tree-covered sidewalks, encourage walking. Principle 5. Design in Context Design that pays attention to the local context helps communities create a unique identity and forge the connections that establish a continu- ous urban fabric. Design in context means that the materials, design details, and architectural styles reflect and reinforce the unique charac- ter of the region and are appropriate for the neighborhood. But not just for buildings - side- walks, streets, and civic spaces like urban parks, which are the public face of the commu- nity, also deserve the same design rigor. And finally, design in context, is also about the rela- tionships between buildings, and between buildings and the public spaces that surround and connect them. This infiJl project, Mountain View's The Crossings, redeveloped an obsabte shopping center into o compact, mixed-use development near transit. Through the use of vacant, underutilized and abandoned areas, the redevelopment and adap- Live reuse of existing structures, and sensible densit~ increases, urban i~u~ll projects offer the promise of accommodating much, if not all, of the coumty's housing needs and anticipated population growth. Infill projects, generally consisting of higher density mixed-use and res- idential developments, can also help transform underutilized areas into centers of diversity and activity. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC REVIEW CHAPTER Principle 7. Create a Multimodal Transportation System Great places are ones that offer a multitude of ways to get around. The county's best response to congestion that continues to outpace capacity expansion is to offer residents and workers the option to walk, bike, or take transit to reach their destinations. Provision of viable trans- portation alternatives is not about destroying the automobile; rather, it is about balancing the needs of vehicle movement with the needs of other modes. Rehabilitating existin¢ buildings and re-using sites is an efficient use of infi'astructure, ~nd can revitalize older neighborhoods. Sustaining the community is just as important as improving it, and we need to take better care of already developed areas. After-care and main- tenance programs are as vital as good planning and design to creating a sense-of-place and community. We must follow through with the time spent on improving areas by persistently maintaining them. This is especially important with regard to the pedestrian ehvironment where people interact closely with their sur- roundings and notice details such as landscaping and pavement condition. The outcome of focusing on existing areas prom- ises the development, of places with rich archi- tectural, urban design, historical and community texture. Urban infill allows communities to evolve organically, mostly through small-scale developments implemented incrementally over time. It also allows cities and communities to focus on creating places of lasting value; ones that continue to mature and improve through the years. Extensive bus routes, bicycJe facilities, and a continuous pedestrian ne~,vork are key components al a multi.modal transportation sys~m. A multimodal transportation system consists of an interconnected bicycle network, continuous pedestrian ways, and a comprehensive transit network. It also includes intermodal provisions that allow travelers to move easily between modes, such as good pedestrian connections to transit stops. In addition, bicycle parking facili- ties, buildings designed for pedestrian activity, and direct pedestrian routes through project sites to popular destinations also help to com- plete a functional multimodal transportation system. Streets play a central role in a multimodal sys- tem, and are not just for cars. The extent that a particular street is multimodal will depend on its location, related land uses, and function within the larger transportation system; some roads will give prominence to the automobile and movement of freight while others will focus on transit service and the pedestrian environ- ment. The final outcome is a street system that serves all users well, regardless of their mode of travel. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC RE¥1~W CHAPTER The light rail system is an example of VTA's commi.h'nent to providing viable afe motives to the automobile. Principle 8. Establish Streets as Places In addition to being part of the multimodal transportation system that moves people and goods, streets are the most abundant public space in cities. Streets are not just thorouglffares for cars; they are also the 'outdoor living room' of the community, the setting for neighborly chats, childhood game-playing, and evening strolls. They are an Integral part of a communi- ty's urban space and identity. cation here is that streets also need to be designed in context with their adjacent land uses - neighborhood streets should have a much c[ifferent look and feel than a regional expressway, and a major arterial serving a mixed-use corridor will have different design characteristics than a State Highway. Principle 9. Int~grat~ Transit It is often the case that transit is relegated to the periphery of urban spaces, outside the soundwalls or at the edge of high-speed roads. But only when transit is fully integrated with the community can it function optimally. Integration can be achieved either by extend- Lng community fabric out to connect with transit facilities, or by bringing transit service directly into the heart of the community. Once public and private spaces are distinguished from each other they con begin to ploy comple- mentary roles in urban life; a well-organized city needs both. - William J. Mitchell, City of Streets are our most abundant public spaces. This example in Italy is a model of excellence in making those spaces high- quality and lively. To function effectively as places, streets must balance the needs of people on the move with those of people at rest. Planning for these mul- tiple purposes requires changing the way we think of streets. It calls for street and street system design that distributes the traffic load among more, skinnier, streets, rather than sad- dling a few, wide streets with it. This strategy avoids overburdening any single street and allows for better attention to community-ori- ented design elements, such as wide sidewalks, public landscaping, and street trees. The impli- Transit stops, such as this one, should be integra,ed into the design of new projects, not tacked on iater as an afterthought. Light rail and commuter rail stations can become the heart of the community, when surrounded by appropriate, intensive land uses with buildings that focus on the station, and when connected to local destinations through high-quality pedestrian ways. Integrating bus transit involves considering the operation and location of transit early in the design process, locating buildings near the transit stop, clearly connecting the stop to building entrances, and providing amenities for people waiting for the bus.After all, transit stops are civic spaces and can thrive only if designed as such. In all Instances, combining transit with neighbor- hood amenities such as daycare centers, amenity retail, restaurants, civic services, and entertainment centers blends it with the community and creates a sense of identity for transit. Then instead of being considered a nuisance, transit, becomes a highly-valued community asset. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE r~ DRAFT FOR PDBLIC REVIEW CHAPTER ~"") We live today in cities and suburbs whose farm and character we did not choose. They were imposed on us, by federal poliq4, local zoning laws, and the demands of the automobile. - Andres Duany, Suburban Nation integrating new housing with transit by design makes transit a valued community asset. Principle 10. Manage Parking Parking is a vital component of Best Practices, because it affects both the built environment and the transportation system. Parking takes up enormous mounts of land and is perhaps the single most important element influencing the design of urban areas. Parking helps dictate the character of a place, determining whether it will feel isolated from adjacent uses or inte- grated into a continuous urban fabric. Every suburban office park and shopping center provides evidence of how parking can dominate the landscape. Accommodating the coming employment and population growth with cur- rent policies will further increase the amount of the county's land dedicated solely to storing cars. Free, abundant parking also influences whether people drive to their destinations. If parking is easy to find and comes at no direct expense to the driver, it will always be the preferred transportation choice. A key to realizing the Best Practices vision is to manage parking in a way that does not domi- nate mode choice decisions or the built envi- ronment. For example, locating parking at the rear or on the side of buildings, or even within buildings as shared-use garages, can create a more hospitable urban environment. Sponsoring Transportation Demand Management (TDM) programs can make other modes more attractive relative to driving alone, and shared or common parking among several buildings can reduce the total amount of land devoted to cars within a neighborhood. Any parking management path will require institutionalizing reductions in parking supply and demand. Expansive surface parking lots isolate neighboring develop- ments from one another and create a barrier to walking and ~ansit use. Be~! Practices promotes managing parking to reduce the impact of automobiles on the urban environment. This example shows a parking garage over retail, VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC CHAPTER DEVELOPMENT AND DESIGN: BUILDING BLOCKS OF BEST PRACTICES ABOUT THIS CHAPTER This chapter identifies and illustrates design practices and actions for effectively integrating transportation and land use in Santa Clara County. Development and design guidelines are powerful tools for implementing Best Practices and supportkng the goals of improving the liv- ability and character of the built, environment. The design practices presented here focus on creating communities that have a better quality of life, sense-of-place, and encourage people to walk, bike, and use transit. Chapter 4, A Multimodal Approach to Street Design, describes Best Practices for the design of streets and public ways, wit~ an emphasis on the needs of pe~lestrians and transit operations. While not a comprehensive urban design trea- tise, together these practices are the tools to realize the Principles articulated in chapter 2, and are intended to establish a foundation for local development standards and design guide- lines. VTP/s interest in applying Best Practices is espe- cialiy strong in areas that are or will be served by significant transit infrastructure. VTP 2020, Santa Clam County's long-range transportation plan, identifies major cores, corridors and sta- tion areas for transportation improvements, and land-use diversification and intensification. While many of the practices proposed in this chapter are broadly applicable, they are critical in these areas to support and make the most of transportation and urban infrastruc- ture investments. qualities of each place. In an area as large and diverse as Santa Clara County, detailed princi- ples of good design cannot be neatly categorized or universally applied. What is appropriate in a busy downtown may be not be appropriate for a residential area. Even in areas of similar use and type, local character may demand different approaches. And while most of the practices presented below can be applied throughout the county, their form will vary depending on con- text-and scale. What is critical for success is the establishment of a comprehensive vision for growth. A Common Vision Reali25ng Best Practices on t~e ground in Santa Clara County requires the formation of an underlying planning framework - a common vision - to support smaller actions and show unambiguous support of more progressive development patterns throughout the planning and permitting processes. Local government must be able to visualize where they want to grow and what that growth should look like. Private developers and designers can consis- tently apply Best Practices to their projects only if public agencies establish them in their development policies and in the design of public infrastructure like civic buildings, streets and transit. The Best Proctices ,"or Development and Design are a physical toolkit for transit-supportive communities. The challenge is to pursue growth strategies that serve the livability of the entire region while responding effectively to the distinctive local Making pedestrian sp~ces a priori,h/must be a common design element in any visioning process. One of the great challenges posed by the built. environment is that, a host of different actors, often with competing goals and priorities, are responsible for the different, elements of a place. Private developers carry out most development. They must compete with each other, operate within the constraints of zoning and other public 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 DRAFT FOR pLIBLIC RE¥1[W CHAPTER codes and policies, and fulfill the expectations of lending institutions. The public sector is also subject to the agendas of different agencies, utilities and institutions. Traffic engineers need to move traffic and limit conflict, transit agen- cies require efficient operations and a quality pedestrian setting, housing agencies seek to provide a range of housing in a range of loca- tions, planners and urban designers want to cre- ate engaging and attractive environments, and public works officials must construct and main- tain city streets - the list goes on. But people experience and respond to whole places not discrete elements, and they do it without regard to institutional division of labor. The character of a place, and its ability to support walking and transit effectively, depend on all of these elements and aH of these actors working together toward a common vision. The key to using these Best Practices is to use them early - good design is not a magic dust that can be sprinkled around after the fact to make everything right. They are meant to become an integral part of the development process. How this can be done is discussed further in Chapters 6 & 7. The Approach: 'Building Blocks' of the Urban Environment Design and development practices for Santa Clara County come about at different, scales and settings that correspond to basic 'building blocks' of the built environment. These are the scales, or stages, at which critical decisions about growth, livability, and transportation are made. Decisions made at each scale have signifi- cant influence on other scales - good site plan- ning helps to make good places and projects designed to complement their surroundings foster good urban design throughout an area. Understanding these essential scales and their relationships with one another is crucial to mak- ing Best Practices work. These building blocks form a 'nested' hierarchy, with the elements of each level interacting to form the next. The Pedestrian Environment The pedestrian environment underlies all levels of design. Attention to pedestrian space is essential for making Best Practices work and it cannot be overlooked at any level of planning, design and development. Designing for this scale naturally gives meaning to spaces and places - where human-scale details are present we intu- itively perceive those spaces as interesting, FIGURE 1: THE BUILDING BLOCKS OF THE URBAN ENVIRONMENT Building/Site Project ~ Core/Dis~ict Corridor ' Region THE PEDESTRIAN ENVIRONMENT 03.02 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM DRAFT FOR PUBLiC REVIEW CHAPTER inviting and safer. In the context of Best Practices we can view pedestrian space as the underlying foundation of all levels of develop- ment-for when we are ultimately interacting with our environments at a personal level we are doing so at this scale. So built on, and bound together with, the pedestrian environ- ment are the fundamental building block scales presented below. Site and Building Sites and Buildings represent the fundamental 'building blocks' of a city. They are defined as individual structures and sites with access from a public or private street. They may have a sin- gle use or a mix of uses within them. Projed A project is typically conceived, designed, financed, and built as a single entity. A project may include just one building - but generally encompasses a sizeable area and program - and it may have a single use or multiple uses. District A district is defined as a particular portion of the city, such as a downtown, a residential neighborhood, an industrial district, a neigh- borhood core, or a station area. A district accommodates a number of buildings, sites, and projects within its boundaries. Region The region refers to the South Bay's entire sys- tem of transportation and land use. This is the scale at which major policy decisions about transportation infrastructure, major open space systems, and regional distribution of land use may be made. THE BUILDING BLOCKS The Foundation - Role of the Pedestrian Environment The pedestrian envir0zLment underlies all aspects of the built environment - it is the tis- sue that bonds the building blocks of our urban environment together. At every level, Best Practices puts people first. Places that are safe, comfortable, and engaging for pedestrians are not only pleasant places, they make transit a much more attractive choice. Attention to pedestrian level human-scale details is essen- tial to making places that people will use and enjoy, and that will begin to illustrate the viabil- ity of less auto-dependent models of develop- ment. Pedestrians are required to make community - they are the essence of community - and pedestrians are needed to bring focus and defi- nition to places. Every aspect of planning for the physical envi- ronment must involve consideration of the pedestrian - without it, our developments will lack an essential ingredient for success. We must plan and design as ff pedestrians truly matter. As designer and author Peter Ca/thorpe explains in The Next American Metropolis, "Pedestrians are the catalyst which makes the essential qua/ides of community mean- ingful They create the p/ace and time for casual encounters and the practical integra- tion of averse places and people. Without the pedestrian, a community's common ground- its side- walks, squares and plazas - become useless obstructions to the cae" Corridor A corridor is a major road or transit line con- necting many districts across the region. Corridors discussed in this manual have been targeted for major transit investments by VTA. The matrix table below illustrates relationships between the development and design building blocks and the principles and practices pre- sented in the following pages. The human-scale detail that moke pedestrians ~eeJ valued is ~ndarnent¢i to Best Practices. Site and Building Buildings and sites are perhaps the most basic building block of cities. With the exception of major public or civic buildings, individuals and private developers undertake the design and placement of buildings.The impact of building and site design on the immediate surroundings is profound. Designing for pedestrians and attention to architectural and urban design 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUBLIC CHAPTER i t'.J PractiCes and ?rincipje$ for integrating TransPOrtation and Land Use PRINCIPLE PRACTICE o Building/Site 3-1 Orient buildings to the street 3-2 Place entrances to support pedestrian access 3-3 Minimize building setbacks 3-4 Locate public uses on the ground floor 3-5 Piac. e parking to avoid compromising the pedesh',ian enwronment 3-6 Design site and building to support transportation chmces 3-7 Use building envelope to achieve appropriate scale 3-8 Place windows and doors to invite and animate 3-9 Avoid b!ank walls 3-~.0 Provide human-scale detail for pedestrians Project 3-7 I Consider design with density 3-12 Put density where it belongs 3-13 Build to planned densities 3-14 Design and plan for transit 3-15 Manage parking 3-16 implement tra~.portafion demand management programs 3-17 Provide a mix of complementary uses 3-18 Connect with surrounding projects and amenities 3-19 Use alleys and rear Jones 3-20 BaJcmce a ~roiect'$ iond use orogrom with reglonal and local need~ ' = 3-21 Focus on catalyst proiects to impiement best prcctices VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 0~.02 CHAPTER ~'. 2' "jf FiGuRE 2: A BEST PRACTICEs MATRIX: (CONTINUED} i PractiCes and prjn¢ p~$ for ~ntegrating Transportat on and Land Use PRINCIPLE District/Core Conceive and design whole districts, provicmg a high 3-22 of ~onn~tivl~ an~imeg~afion 3-23 Organ~z~ each d]s~ict around an ~dent~fiable_ comer 3-24 Allow complementary )and uses appropriate to d~str~ct 3-25 Pray[de usable and accessible ~rks and public s~ces Corridor 3-26 Transform' arieriais into muhimodal bouleva;ds ~' ~ 3-27 Take advantage cf corridors' width and scaie 3-28 Build to the corridor, not away from it 3-29 Vary corridor treatment with context ~ 30" R'~i~¥~rc'~ i~enti',~ k~. ~r~viding a 'p~bJ~ic fra~o~'k fo-r ' corridors and 'nodes' Region T 3-31 Avoid caokle-cu~er solutions, consider context 3-32 Match densities to transportation resources 3-33 Take a regional approach to planning corridors 3-34 Infill before developing outiying areas 3-35 Achieve better jobs/housing balance 3-36 Coordinate generai pianning e~orts 03.02 A MANUAL OF BEST PRACTICES FOR !NTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC REVIEW,',~ CHAPTER Urban public space is not merely un-private - it's what's left over when everyone walls off their private domains. A space is genuinely public, os Kevin Lynch points out, only to the extent ti;at it really is openly accessible and welcoming to members of the community that it serves. - William J. Mitchell, Cily of Bils details at this level makes a crucial contributJon to a sense of place and identity - and the con- venience and viability of walking and transit as alternatives to the car. Site planning and building design are often determined in large part. by city codes such as parking requirements, mandatory setbacks, and low max/mm densities, which are tailored to auto-oriented development. This section identLfies the role of site planning and building design in creating pedestrian-oriented, transit- supportive environments. The focus of these practices is to identify how building and site design can contribute to creating places for people that support pedestrians and transit use, and use land more efficiently. Site Planning Site planning covers issues of land use, place- ment. and orientation of buildings, open space, parking, and the arrangement of pedestrian and vehicular access to and from a site or building. Since it is a component of every proj- ect, site planning has a enormous affect on the built environment and is an immediate way in which many elements of Best Practices may be realized. Good site planning considers its con- text- that is its relationships with adjacent buildings and public spaces. Not only does this ensure efficient functioning and access for the site's program, but also that its design enhances its surroundings. The site planning practices that follow focus on ways to increase the identit~ and comfort of thepedestrian envi- ronment and create distinctive places with a wider range of transportation choices. Details such as doors, porches, and windows or/ented to the street animate the environment for pedestrians and soften the divide between street end home. A~'ons: · Place buildings close to streets and sidewalks to help define the street. Where this principle is applied consistently, buildings work togeth- er to form a "street wall", providing a consis- tent, animated edge to the pedestrian envi- ronment. Once achieved, this continuous edge then should be tempered and animated with details that provide visual interest, pedestrian-scale block lengths, and active entries. · Selectively break street walls to create dis- tinctive open spaces or to highlight monu- mental buildings. · Establish pedestrian connections between buildings to surrounding streets, transit stops, and bike and auto parking areas. Practice 3-1: Orient buildings to the street The character of the pedestrian environment is greatly enhanced when buildings are oriented to the street and designed to engage and enliv- en the street-level experience. This helps to frame and unify the street as a space and to provide direct access to the building from adja- cent sidewalks and transit facilities. Where buildings are placed on their sites without regard for the street edge, they often produce an undefined and fragmented environment for pedestrians, who must cross wide spaces to access buildings. This pedestrian shortcut provides a pleasant connection be,ween street-front shopping and parking behind. Practice 3-2: Place entrances to support pedestrian access The arrangement of vehicular and pedestrian access to a building, and particularly its main entrance, can significantly affect its relation- ship to the pedestrian realm and accessibility to transit. Many buildings orient main VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT fOR PUBliC REVIEW CHAPTER entrances toward parking lots, which may be difficult to access for those arriving by foot, transit, or bicycle. In addition, entrances are often hard to locate for those arriving by any mode, but especially by modes other than the auto. The actions listed below can also be used to 'retrofit' existing developments. Clearly defined entrances relate buildings to the pedestrian environment. Buildings without easily-recognizable entrances confuse and frustrate pedestrians. Actions: · Place main entrances clearly and prominently. Provide frequent entries into large buildings, particularly along the length of a pedestrian street or sidewalk. · Provide direct access into the building from the street, particularly in cores and station areas, where many people come and go by foot. · Provide reasonable pedestrian access from parking areas in less central areas, where many users arrive by automobile. However, the primary building entrance should be eq, mily clear and accessible to pedestrians and bicyclists. · Place entrances to serve both sidewalks and parking areas with equal emphasis. · Provide mid-block connections through large buildings that might stretch across an entire block. · Provide continuous pathways, signage, monu- ments or other visual cues to direct pedestri- ans to building entrances that are hidden or difficult to see from streets and sidewalks. Practice 3-3: Minimize Building Setbacks In many areas, buildings are set back from the roadway in order to buffer them from traffic and noise, provide visible parking lots, or pro- vide a landscaped foreground. However, a large setback severs a bullding's connection with the street and severely hinders pedestrian move- ment and access to transit facilities. Changes in zoning codes may be needed to allow reduced setbacks. Small setbacks, applied consistently with well-designed features, do much to enhance the streetscape's appearance. · Bzin~ butktin~ closer to the street. Miz~dze setbacks especially In station areas and cores, and alo~ multimoc~ corridom For non-resi~ dential bu~lctL,~s along m~jor transit corri- dors, setbacks should not be more than 5 feet. In less dense areas, or in areas where amenities such as outdoor seating, bike park- lng, or plazas are desired, 5 to 20 foot set- backs may be appropriate. · Consistently apply setbacks along streets in residential areas to support, a continuous edge at. the setback line, punctuated frequently by building entrances and, where possible, containing usable spaces like porch- es, stoops, gardens, or small plazas. Setbacks of 15 feet may be appropriate for residential areas to accommodate front yards and gar- dens. · Reserve setbacks of more than 15' to high- light significant, buildings, or to create usable, publicly accessible open spaces. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 7 I]RAFT FOR PUBLIC RE¥1EW CHAPTER · Use landscaping, where appropriate, to separate people from cars. · Use setbacks to increase the width of the sidewalk or usable pedestrian areas in front of buildings. Large se~%acks, however landscaped, are still barriers to walking, and encourage drlvbg. Practice 3-4: locate public uses on the ground floor Ground floors offer the best location for publicly oriented uses within a building or project. Such uses generate the foot traffic needed to make vibrant places, and should be placed to enliven and activate adjacent streets and public spaces. a dry cleaner. Other uses to consider for the ground floor include publicly accessible lob- bies, shared use of facilities such as auditoria, and display and information areas. Practice 3-5: Place parking areas to avoid compromising the pedestrian environment Parking is often placed in front of buildings for the convenience of drivers and to reveal its abundance to shoppers. The result is often a landscape dominated by parking. While conven- ient for motorists, these environments are hos- tile to pedestrians who must negotiate wide lots to access buildings. The urban fabric of coramu- nity is broken up as activity centers are dis- tanced from each other and from sidewalks and transit stops. There are a number of ways to place parking so it. remains convenient for motorists and reduces disruption to pedestrian spaces. Placing active uses, like ,'his cafe, on the ground floor can help animate adjacent sidewalks and streets. Actions: · Locate activity-generating uses like cafes, restaurants, and stores on the ground floor and along public streets. Such uses both support and benefit from pedestrian activity and should be placed accordingly. · Add uses to the program that fulfill a public need in districts that are predominantly single-use, such as residential neighborhoods or office parks. This might include conven- ience stores, a restaurant, a bookstore or Moving parking to the rear of buildings allows the streetscape to be left for pedestrians and interesting public space. · Rear lot - Placing the parking lot behind the building allows parking needs to be met with- out disrupting pedestrian access from the street. · Side Lot- Where visibility of parking from the roadway is critical, parking can be placed to the side of a building. This allows the building to be built, up to the sidewalk, permitting direct access from both the street and the parking lot. · Shared Lot - Often, a building's parking needs can be met with a nearby offsite lot or in a lot that serves groups of buildings. This is particu- larly useful for clusters of related uses, such as VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER retail, or uses [or which demand occurs at dif- ferent times, such as office and entertainment. · Structured and Podium Parking - In core areas where land values are high, a muitflevel parking structure or a parking podium incor- porated into a building can make efficient use of space. This can increase the development potential of a parcel and prevent the gaps caused by surface parking. · Mixed Use Structure-Parking structures can also be mixed-use. Ground floor commercial/ retail uses should surround structured parking FIGURE 3: PARKING CONFIGURATIONS in core and station areas. This is especially important, for structures next to transit sta- tions where parking and amenity retail/com- mercial needs are equally important, but com- pete for scarce land in close proximity to the station. · On-St~et Parking - Coordination with on- street parking plans can provide visible auto access and the satisfaction of short-term trips while larger parking reservoirs are available behind the building. On-street parking can also be an effective "mental" bttffer between pedestrians and cars on a buy street. · Loading Docks - Service entrances, loading docks, and other functional points of building access should also be located to minimize dis~ ruption of the pedestrian environment. 1 Parking piaced underground aJiows activities to remain on the ground J:ioor, be~er preserving the streetscape. Practice 3-6: Design site orientation, circulation, and building placement to support a range of transportation choices. Good site planning entails more than not letting parking dominate - it can also actively encour- age other travel modes. While a great deal can be accomplished simply by meeting the street and facilitating pedestrian access, steps can be taken within the site as well. Actions: · Ensure that entrances are placed as close to adjacent bus and rail stops as possible. · Provide amenities that make it pleasant to wait for transit. · Plan shuttle or carpool stops with rider amenities such as shelters near major build- ing entrances, and give priority to efficient route circulation through the site. 03.02 A MANUAL OF BEST ?RACTICE$ FOR INTEGRATING TRANSPORTATION AND LAND USE DRAf'[ FOR I~UBLiC REVlEV/ CHAPTER tion of city form and city districts. Buildings that serve as public amenities, like stores and restau- rants, must have greater visibility and access from all modes of transportation. Buildin9 entrances should be located close to transit stops. This downtown Mountain View a.~x~rtmen,' project has estab. lished clear pedestrian connections to surrounding streets and transit stops. · Provide bicycle parking in prominent, conven- ient, and secure locations near building entrances. Where ridership is high, provide attended parking and other amenities. · Provide priority parking for car- and van-pools. Building Design Good building design can contribute significant- ly to improving pedestrian conditions, and pro- riding interest and identity to the immediate environment. Elements like height, massing, surface articulation, scale, doors and windows, materials, and functional and ornamental details all have important roles. There is no single Best Practice for the design of building elements, provided they achieve the broad goals of pedes- trian friendliness and human-scale features. The beauty here is that these elements can be used to creatively design and construct virtually an unlimited number of forms and styles - from the traditional to the avant-garde. Different building types make different contri- butions to the 'built environment. Residential, commercial/office, and industrial buildings form the bulk of city structures and by their interac- tion produce an urban fabric that gives the city its character. Buildings, however distinctive, should not be conceived only as discreet objects, but also as participants in the produc- Civic and institutional structures have the great- est potential to be unique and monumental. Through their use as well as their design, they can enliven and animate their surroundings and should be the focus of special attention. Buildings should also be treated differently depending on their location. In denser areas, it is essential that buildings have an urban charac- ter, with minimal setbacks, greater heights, and an orientation to the public street. Buildings in more suburban areas or within less dense dis- tricts may take on a more campus-tike feel, but should nevertheless contribute positively to the pedestrian environment, public spaces, and the viability of transit. Most buildings seen in Santa Clara Count, irre- spective of location, are configured to maximize ease of automobile access. Many hide behind wails, turn their backs on neighbors, are enveloped by parking lots, and have little or no detail or amenities for those who walk, bike, or take transit. In order to realize the potential of these buildings to truly serve as building blocks of a more connected city, they must be consis- tent with some basic design practices. Practice 3-7: Design the building envelope to achieve appropriate scale and visual interest The building envelope refers to the three- dimensional volume occupied by a building. The same amount of floor area can be built as a single slender tower, several moderate vol- umes, or a broad, low-slung structure. The arrangement of that volume determines the 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 0,~.02 DRAFT FOR PUBLIC RE/IEW CHAPTER scale of a building, which is one of the most important components of the built environment. Scale can be manipulated by careful arrange- ment of height, mass, articulation, and detail. Varying building fo~:ades provides visual interest and softens building moss, Stepping back the building on upper floors helps create a more comfortable pedestrian environment at street-level. Actions: · Use building height to accent and define areas. In some areas of intense development pressure and sensitive character, limits on building height may be appropriate. The effects of tall buildings on the pedestrian environment can be mitigated by introducing human-scale architectural elements on lower floors or by stepping the taller portions back from a mod° erate-scale street-wall. Height at comers can emphasize intersections and reinforce the urban fabric. * Design at scales appropriate to the context. In some locations, monumental buildings with an imposing scale can add identity to an area and serve as a catalyst for public life. In other locations, such as a quiet residential neigh- borhood, a more intimate scale is necessary. In all cases, it is important, to provide human- scale elements at the ground floor level, par- ticularly along high use pedestrian areas. · Break up or articulate building mass. Breaking up the mass of large buildings into smaller voluraes, or by varying or defining its surfaces can moderate negative effects on the pedestrian environment. Step-backs, recessing sections or shifting building planes, voids within the building mass, varying build- ing materials, and windows to create trans- parency are useful ways to break up mass. · Encourage usable balconies and terraces. In residential or mixed-use areas, usable out.- door space overlooking the street, including balconies, terraces, or roof gardens can enhance a building's relationship to the public realm and provide visual interest that brings an enhanced sense of place. · Provide architectural details to add character to pedestrian space and provide definition and a human-scale feel to building surfaces. Special building trea~ents and urban design details at intersections create landmarks, helping pedestrians to orient ,','hemselves. Practice 3-8: Place windows and doors to invite and animate The design and placement of windows and doors should contribute visual interest and functional clarity. Prequent entries make the street more active and create a feeling of secu- 0B.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE I 1 DRAFT FOR PUBLIC RF¥~EW CHAPTER good design need not cost more than bad design - it just takes more thought rity. The placement and pattern of windows and doors can also provide an architectural rhythm that enhances the building's visual interest. Actions: * Provide main building entries on publ/c streets rather than through internal courts. In cores and corridors, entries should provide clear visual signals to pedestrians and transit users. · Provide frequent entries into butlclings to keep interest and rhythm along the block. The spac- ing of entries may be determined based on an ex/sting pattern, but should be about every 50 feet in commercial areas, and 25 feet in resi- dential areas. · Use windows of transparent untinted glass to create views into buildings, or opporturLities for window-shopping where frequent entries are not possible or necessary. If interior uses demand privacy - offices, for exaraple - consider incorporating public use areas such as reception or display areas at corners. Opaque windows or windows covered with blinds should be avoided. · Vary the size and style of windows and doors to provide interesting details on multi-story buildings. Ground-floor windows invite window-shopping, helping to enliven streets. Practice 3-9: Avoid blank walls Blank walls are intimidating and unattractive to pedestrians. In some cases, blank walls may be preexisting or unavoidable, such as along a park- lng garage or superraarket. This can be addressed in several ways. Blank walls ore intimidating and create spaces that pedestrians instinctively avoid. Actions: · Design interactive wall surfaces to the extent possible along elevations that do not have a public use. Display surfaces for information, notices, landscaping, or art can provide an engaging frontage for pedestrians. · Avoid podiums in residential buildings that expose parking along the entire length of a building. Instead, use sunken podiums and provide entries from the street. Careful placement, design, and details of win~ows can create an a:,'tractive and engaging fa(;ade. Where solid walls are pre-existing or unavoidable, display windows can liven them up. 2 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 0:~.02 DRAFT FOR PUBliC REVIEW CHAPTER mixed-use buildings - with retail or housing structures that engage the street, especially in urban cores and around station areas. Practice 3-10: Provide human-scale details for pedestrians Pedestrians typically walk at the rate of 2-3 miles per hour. At this speed, the perception of detail in their immediate surroundings is high compared with that at automobile speeds. Pedestrian design demands attention to details and supplying human-scale amenities. * Provide a selection of architectural deta/Is such as vertical and horizontal recesses and projections, window forms, cornice treat- ments, roof forms, and differentiation in mate- rials to create shadows and texture and add to the character of a building. · Provide lighting along sidewalks and along building facades. This is important for estab- lishing a sense of security and can be used for decorative purposes too. · Provide landscaping along a sidewalk or at the base of a building to soften, humanize, quiet, enliven, and even screen. Landscaping should be interwoven with buildings, not relegated to a separate "buffer zone", and should not be used to isolate, distance, separate, or deny the street. · Provide visual cues, landmarks, and useful signage to orient pedestrians with their surrounding and destinations. Human-scale architectural detail provides variety and interest to pedestrians. Actions: · Provide details with features such as win- dows, entries, signs, ledges, and benches along the elevation of a building, especially along streets that have high pedestrian traf- fic. Opportunities to look into the activity within a building provide great interest to · Provide awnings, canopies, and arcades to give color, shade and shadow as well as weather protection for pedestrians. ,a, est bu~la ngs can present a detaiJed, human-scale ,"ace to .Ge s~eet. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 13 DRAFT FOR PUBLIC REVIEW CHAPTER Details and landscaping aiong sidewalks create interesting spaces ~nat attract pedestrians. Proiect Outside of major cores, sizeable development projects are often comprised of multiple build- ings that together approach the scale of inde- pendent districts. Consequently, many impor- tant urban design decisions are made at the project level, ranging from architectural and site planning issues (discussed previously) to street design and connections, types and locations of land uses, and the provision of parks and open spaces. Conventional development practices tend to produce "stand-alone" projects with fortress-like designs that isolate them from their surround- ings. Projects designed with new conventions, to integrate well with other developments, nearby amenities, and transportation resources can become effective building blocks of good dis- tricts and neighborhoods - and can revive and enliven areas that have experienced decline. On every level, cooperation between project proponents and the responsible jurisdiction is essential. Many of the Best Practices Principles applicable to projects are dependent on equiva- lent efforts directed towards the public realm. The following recommendations are directed to both jurisdictions and project developers and focus on actions needed to plan and design proj- ects with the fight qualities in targeted cores, corridors, and station areas. Practice 3-11: Consider Design with Density Extra care and thought must go into projects that seek to increase density and building height in an established community. It is often the case that cities want developers want to build proj- ects with density, and developers want to build them- but project designs fail to inspire the surrounding community. Most developers rec- ognize the market potential and want to build projects that move smoothly through the approval process and sell quickly in the mar- ketplace. To succeed, though, they must under- stand from the start what the expectations of the city are. Architects and urban designers thrive on design challenges, and if inspired by their clients can produce highly attractive proj- ects in any environment, for any income group. In addition, good design need not cost more than bad design - it just takes more thought. Compact development, if well-designed and rich in amenities, can be attractive and highly desirable. On the other hand, compact development that is paariy designed can detract from the community. Actions: · Develop design guidelines that channel the development community's energy toward ful- £fllment of the community vision. · Establish design and architectural review commissions to oversee development approvals. · Reflect high standards of design creativity and quality in all public projects. · Distinguish between building height and building density in design standards. 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FO~ PUBLIC REVIEW CHAPTER Practice 3-12: Put Densily Where it Belongs: Land Use programs should reflect the context of transportation investment To support and make the most of VT~s existing and planned investments in trans- portation infrastructure, densities should be highest in areas with the richest transit service. Many planning studies emphasize the needs and benefits increasing density, but it can be counterproductive in the wrong location or with the wrong design. While increased density is sensible wherever transit investments are made, it is clearly established that densities appropriate for a regional core like Downtown San Jose would be inappropriate in Saratoga's 'v-fllage Center. (See Appendix D for further discussion of building density.) transit services, VTA's investments in light rail and bus rapid transit (BRT) corridors can support higher densities. Based on a survey of successful examples of Best Practice places some target densities are given below. - ltesidential densities - A m/nimum of 30 dwelling unit per acre (DUA) for multi~ family sites. Many transit and pedestrian- friendly residential neighborhoods can have areas with densities above 100 DUA, or higher in dense urban cores. - Employment densities - FAR of 5 or more in dense urban cores well served by multiple modes, and FAR 3 along major multimodal corridors. · Establish miniraum density levels to support transit, service. Cities may determine the level of intensity appropriate in their jurisdictions, but they should adhere to a minimum level that is essential to justify transit investments. The following are some proposed minimum densities for supporting bus service (source: Center for Livable Communities, 1996) - Residential densities- At. least 7' DUA for basic bus service; At least 30 DUA for higher frequency service - Employment densities - 50-60 employees per acre supports bus service when total base is 10,000 employees or more. Floor to Area Ratio (FAR) should be above 2 for more frequent service. · Remove policy incentives for "Greenfield Development" far from transportation resources. Mitigate or remove the disincen- tives for infill development and streamline the development process in these areas. For fur- ther information on policy tools for intensify- lng land use around transit resources, see Chapter 7 on Implementation. Project developers should work with VTA to be aware of lemj-lem sendce expansion plans and 'design in' the capacity to take advantage of future t~ansit improvements To realize its bene,qts, place densi,"y where it belongs-cores, corridors, and station areas, such as near this BART station in downtown Oakland. Actions: · Direct developers to appropriate sites based on the use and density of the proposed proj- ect. Jurisdictions should use the land use pro- gram to direct the most intense development projects to areas slated for increased transit service and multimodal improvements. * Establish higher target densities for cores, corridors and station areas. While minimum land use densities are essential to support ~ens~ c!ong corr;dors brings activities closer t~ether and benefits transit, 03.02 DRAFT EOR PUBLIC REVIEW A MANUAL OF BEST P£ACTtCE5 FOR INTEGRATING TRANSPORTATION AND LAND USE 15 $ CHAPTER Practice 3-13: Build to planned densities Due to a number of factors, such as community resistance to density, perceived market demand, or constraints imposed by policies mat. evaluate traffic and environmental impacts, many projects in Santa Clara County are built below densities set forth in General Plans. This practice dilutes the efficiency of public infrastructure investments and weakens the General Planning process. Actions: · Ensure that projects are built to planned den- sities or a minimum of 9096 of planned densi- - ty. Consider establishing minimum density -requirements in critical locations. · Require submittal of a site design strategy showing how vacant portions and parking lots may be developed at a later date to achieve the planned densities for projects where, due to current market conditions or impacts, planned densities are not being built. · Develop a strategy to retrofit and build on existing underutilized sites in order to inten- sify land uses in existing cores and corridors. · Consider augraenting Level-of-Service (LOS) policies to reduce requirements for vehicular mitigation, increase opportunities for multi- modal mitigation, and accommodate projects that meet Best Practice standards. Building below planned densities is on inefficient use of land and leaves holes in the urban ~;abric. Practice 3-14: Design and Plan for Transit Too often, development projects in Santa Clara County ignore or turn away from nearby bus and rail lines that might provide residents or workers with an alternative to their cars. Where transit is made a focal point of project design using it feels convenient and comfort- able instead of awkward and marginal, and transit becomes a coveted community amenity. In addition to taking advantage of existing tran- sit resources, project developers should work with VTA to be aware of long-term service expansion plans and 'design in' the capacity to take advantage of future transit improvements. Integrating nearby transit service into project design enhances its value as a community asset. Actions: · Make Station Areas the focus of special design attention, emphasizing higher densi- ties, mixed uses, pedestrian amenities, public space, and a range of useful services. For more information on station area design see Appendix C - Community Planning for Station Areas. · Design for direct pedestrian connections to transit lines. · Design project street networks to accommo- date transit access to interior points within a community, not just the periphery. · Provide details and special design features that establish strong links between the sta- tion area and the surrounding community. · Consider planned service improvements as outlined in VTP 2020 in project design and layout. Unique shelter design, wide sidewalks, and amenities es'rabiish a place and identity for trar, sit along LA's ',A"ilshire Boulevard. 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 I)RAfT FOR PUBLIC REVIEW CHAPTER Practice 3-1 5: /V~ano~e Porkin9 The provision of excessive parking increases development costs, adversely affects the pedestrian envirozu~ent, limits feasible densi- ties, and promotes driving at the expense of other travel modes. Large surface parking lots often represent a wasteful use of land - espe- cially in more urban areas - and create large expanses of featureless, uninteresting space. Actions: · Reduce minimum parking requirements in city code and set maximums. Both these actions provide incentives for transit use and TDM programs. · Allow the provision of required parking in centralized offsite facilities or through in-lieu fees. · Pursue shared parking arrangements for facilities with complementary peak demand periods. · Allow tandem (single-file) parking in single residential units. · Encourage mixed use parking structures. · Charge a fee for parking. This mixed-use parking structure in downtown Son Francisco serves a cen;ral location while preserving the groun~fioor retail environment. Practice 3-16: Implement Transportation Demand Management (TDM) Programs Transportation Demand Management (TDM) is a broad range of strategies that are intended to reduce demand on the transportation system. As opposed to supply-side strategies such as new lane construction, TDM is intended to affect fi, how, and when the transportation sys- tem is used. TDM strategies can also include Parking Management (PM) strategies such as raising parking charges, or imposing new sur- charges or differential rates at public facilities; imposing parking taxes at commercial facilities; reducing employer subsidies for employee parking; revising the supply of long-terra park- ing through new maximum requirements in zoning codes; allowing reduced supplies in return for in-lieu fees or implementation of TDM strategies; revising frees and enforce- ment; and other measures aimed at the provi- sion and management of parking spaces. Generally, demand management approaches aim to reduce peak period automobile trips by encouraging the use of high occupancy modes. For more information on TDM programs see Appendix H. Employers can help increase transit use by supporting TDM s~ategies and providing transit amenities such as this bus stop. Actions: · Offer financial incentives for employees to not drive alone, such as parking cashout programs. · Establish carpooLing and vanpooling programs. · Offer ride-matching services. · Provide employer sponsored shuttIes to transit hubs. · Provide on-site transit pass sales and subsidize transit tickets. · Provide a transportation coordinator position and on-site transpoztation information kiosks or websites. · Provide employer sponsored vanpool subsidies. · Educate about TDM and its benefits. · Establish emergency ride home/guaranteed ride home programs. · Offer flexible work schedules. · Provide telecommuting centers and other telecoramuting options for employees. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 17 DRAFT FOR PUBLIC REVIEW CHAPTER · Provide on-site childcare facilities and other employee service. · Establish car sharing programs. · Provide on-site bicycle and shower facilities. · Charge for parking. · Provide preferential parking spaces for carpools and vanpools. Practices 3-17:Provide a mix of complementary uses Although most development projects have a primary land use, there are nearly always com- plementary uses that can be incorporated to provide needed services and amenities. Offices benefit from restaurants and support services and residential districts are enlivened by a local cafe, theatre or comer store. Mixing uses also helps reduce the need for cars by putting a wide range of activities and services within walk distance of living units. Mixed-use zoning brings services and amenities where they are needed, shortening and eliminating'trips. A~'ons: · Encourage mixed-use projects, particularly those that combine office, retail, and residen- tial uses within the same site or building. · Provide for more than one need in a single area. In predominantly single-use projects, incorporate selected uses that serve as public amenities - this reduces the need to travel and makes more efficient use of transporta- tion investments. · Provide a public interface. Buildings designed for a large number of employees should have ground floor connections to the public realm. Cafeterias, exercise facilities, and company stores are should all be considered candidates for public access. Public uses synergistically create activity throughout the day. Provide a balance of market-rate, affordable, for-sale, and rental properties. Projects with a residential component should provide a vari- ety of housing types to support, the diversity of demand for housing. In addition to single-fami- ly homes, provide apartments, apartments above businesses, townhomes, 2-, 3-, and 4-plexes, live-work units, and accessory units. Future residents of this apartment complex will benefit from the horizontal mixing of retail with housing uses. Practice 3ol 8: Connect with surrounding projects and amenities Many residential subdivisions are laid out to minimize through traffic on residential streets and minimize the area - and the costs - devoted to circulation. But most have excessively wide streets that can absorb savings from limiting connectivity. These designs limit the connectivi- ty of the street network to and from the subdivi- sion by using loops and cul-de-sacs, and provide very few points of access. Low connectivity can make for quiet neighborhood streets, but it elim- inates direct routes, places greater stress on 'through' routes, and makes walking or bicycling difficult. Poor connectivity also plagues com- mercial areas such as office parks, where getting around without a car is next to impossible. Good project design and layout should support access from a variety of transportation and transit modes. When development is wailed in, walking and bicycling become circuitous end inconvenient and the pubJlc reaJm oF)pears abandoned. 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT fOR ?UBI.[C REVIEW CHAPTER Where places interconnect, ,'he public realm can thrive. Actions: · Balance the network. Design neighborhood streets that do not become thoroughfares but do provide easy connections for transit and for those who walk and bike. See Chapter 4 for more information. · Extend and connect pedestrian and bike routes to complete networks in areas where vehicular connectivity is not desired. · Avoid inwardly focused gated communities or 'pod' developments that turn away from public streets and neighbors. There are better ways to achieve privacy without walls, including landscaping, setbacks, building form, and site design. · Orient projects to public streets and encour- age connections through the existing network of sidewalks and bike paths. If project sites are very large, provide public pedestrian and bike routes - and in some cases streets - through the site, connecting neighboring projects or amenities. · Connect projects to pedestrian and bike net- works. Provide sidewalks to link with sur- rounding uses, and orient projects to transit stops and stations. · Close gaps in the pedestrian and bicycle net- work. This may entail extending sidewalks, pathways or bike lanes, or building tunnels or overpasses to surmount barriers. Practice 3-1 9: Use alleys and rear lanes Alleys can help accomplish several place-mak- ing goals with regard to the shape the charac- ter of homes, neighborhoods and cities. Within residential areas alleys can allow garages and accessory units to be placed behind homes. Building frontage can be moved closer to the street and, freed from surrendering space and form to the automobile. Front yards, porches and balconies can become active living spaces, and their use enriches community character and identity by putting more eyes on the street and increasing the chances for encounters with neighbors. The street space too is improved - with places for people, like doors and porches, showing to the street, the street itself becomes more a place for people than cars. Rear yards can be better defined and more priwate 'court- yard' spaces can be created. Very large garages can be accoraraodated - even spanning the entire buildable width of the yard - and private entrances to garages and accessory units can be easQy provided. Alleys allow garages and driveways to be moved off the street, and be ati'ractive places in their own right. Within commercial areas alleys can become ~oedestrian-oriented streets', with limited vehicular access that provide aesthetic options to busy main thoroughfares. Some traffic can be diverted for delivery functions and access to rear parking lots allowing for smoother main street traffic operations and mitigating spillover onto adjacent residential streets. In addition, they can be functional and aesthetic buffers between higher intensity mixed-use activities along corridors and adjacent residen- tial areas, and in-between residential areas of different intensities. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 19 D~A~ ~0~ ~us~c ~WEW CHAPTER · Place planter areas to optimize visual buffers when needed. In commercial districts, alleys can be u~ed as attractive .m~destrian connections that invite exploration. Actions: · Design alley lane widths at a maximum of 20 feet. Rear lanes should also be narrow but be less finished than alleys. · Pave alleys from edge to edge. Use varied paving materials to accent architectural fea- tures and highlight design elements such as doors, walkways, and planters. · Use design features to associate garages and alleyways with living units. Breezeways (cov- ered walkways) or even completely enclosed structures can connect street-side living spaces with detached garages fronting alleys. · Place utility easements in alleys. · Add design features and details to make alleys more user-friendly and functional. · Modify existing alleys too make them safer and more habitable by providing living units that look onto the alley, multiple access points, and human-scale lighting and landscaping. · Provide designated well-screened spaces for trash receptacles and utility access. · Use detached garages to create a 'courtyard' effect and provide more private areas within the yard. Practice 3-20: Balance a project's land use program with regional needs and local priorities A project's predominant land use depends on market demand, the developer's capabilities, the uses permitted by zoning, and the local infra- structure, services, and amenities. At the same time we must recognize the need to balance local objectives with the regional effects projects have, and that regional projects have local roles. For instance the serious jobs-housing imbalance in Santa Clara County where most job centers are in the northern portion of the county and most of the housing is in the south. A~ons: · Consider regional as well as local issues and services in selecting projects for approval. · Explore Regional Mitigation measures for proj- ects that serve both local and regional goals. For instance, regional funds may be made available for jurisdictions that revise their Level-of-Service (LOS) policies to allow for projects that have regional and local benefits. For more information see Chapter 7. · Establish more comprehensive and flexible LOS policies that can better address both local and regional needs, multimodal alternatives, and work to achieve the goals of place-making, sustainability and livability. Practice 3-21: Focus on catalyst projects to implement and illustrate Best Practices Large-scale changes do not happen overnight. However, the pace of change may be accelerated when a great project gets built and held up as a model. Even small-scale projects, such as the rehabilitation of a local landmark building or a new and unique public space, can have remark- able long-term benefits. Focusing attention on projects that embody Best Practices is the best way to disseminate the program's message. Actions: · Pursue public projects such as libraries, civic centers, publicly sponsored housing, city offices, and transit terminals that illustrate 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER Best Practices. These types of catalytic proj- ects can be great examples for others, and spur complementary projects. · Identify and invest in key public amenities that support Best Practices development. Such efforts might include a public park, streetscape improvements, or addition of a bike lane on a busy street. Such efforts generate synergies that support, ongoing improvements in the public as well as private realms. · Use a Design Competition processes for key development parcels to solicit the best possi- ble proposals. Clearly described l~roject goals and expectations offer jurisdictions consider- able control over the project a-~sign, function and orientation. * Consider government participation in Best Practice development projects. Assisting developers through funding, tax credits, land assembly and other economic strategies can make the difference between a conventional project and a Best Practices project. Publicly-supported projects like Oak and C ty Cen~r can be catalysts for revitalization and infiJl devebpment. Cores and Districts The distinction between a Core and a District is often nebulous. They are discussed here syn- onymously. A district is defined as an identifi- able portion of the city, such as a regional down- town core, a neighborhood core, a residential neighborhood, an industrial district, or a station area. A district usually has an understandable boundary, a particular concentration of uses, and accommodates a number of buildings, sites, and projects within its boundaries. A good district meets local needs close to home while considering and providing access to other parts of the city and region. By its functional - and sometimes aesthetic - unity, it emerges as an identifiable part of the city, but is most often not built in a single effort, and may not even have a name or a distinct boundary. When most development took place one building at, a time and reasonable walk distances limited travel distances, distinct districts often emerged organically, and many of these are still in beloved use. Today, 'organic' development has been regulat- ed away, and districts are rarely conceived of and developed as whole entities. It is much more common for adjacent single-use projects to be developed in isolation, missing the oppor- tunities for interconnection, clear organization, convenience, and integration that typify an active district. In this context, districts must proceed from a clearly articulated vision, and be the focus of thoughtful planning, design, and targeted investment in public amenities. One of the most basic types of district is the res- idential neighborhood. A neighborhood is a great deal more than a subdivision or group of homes in close proximity. A good neighborhood offers a center with the basic amenities of daily life, including schools, a mix of housing types, open spaces, public gathering places, and basic commercial services. The center also serves as the point of entry into the transportation sys- tems that serve the region. The arrangement of buildings, streets, open spaces, and land uses at the district level is crit- ical to realizing the key concepts that underlie the Best Practices Program ~ creating a sense-of-place, providing access by proximity, interconnecting all modes of travel, and proving a range of choices in where we live and work. Practice 3-22: Conceive and design whole districts, providing a high level of connectivily and integration Because a district is often made up of several different development projects, if it is to func- tion well, it is important to consider its overall growth and integration. Careful advance plan- ning can clarify expectations for development, while public improvements can establish a framework for the district's identity and func- tion as is grows. A good neighborhood offers a center basic amenities of daily life, induding~ schools, o mix of housing types, open spaces, publk gathering places, and basic commercial services. 03.02 A MANUAL OF BEST PRACTICES FOR iNTEGRATING TRANSPORTATION AND LAND USE 71 DRAFT FOR PUBLIC I~EVIEVt C HAPTE R t~"~Jj Unfortunately, for architecture, every district of the modern city tends to become a business district, in the sense that ils deveJopment takes place less in response to human needs than to the chances and experiences of scale. - Lewis Mumford Planning whole districts can help ensure that individual development decisions contribute to the public good. Circulation throughout the district should planned to allow direct, easy movement by foot and bicycle. The provision of transit service should be carefully evaluated, and land uses should reflect their location in the district and the region, emphasizing higher densities and a range of services and amenities near transit lines, nodes and district cores. Actions: · Establish planning and design parameters in General and Specific plans. Identify & defme - districts in General and Specific plans and develop policies to support their development. · Plan for transit. If existing transit services are nearby, or if future services are planned, the developer and jurisdiction should work with VTA to evaluate service-planrfing options and provide for bus stops or stations. If transit service is not nearby, plannh~g and design of streets (including rights-of-way for stops or stations), utilities, and pedestrian facilities should not preclude it in the future. See Appendices A & B on Community Planning for Bus and Rail Transit. · Provide district-wide continuous pedestrian circulation, particularly to the district center and transit facilities. · Design individual development projects and sites to searalessly interconnect and con- tribute to the district. - District-level planning should precede development, projects wherever possible. - In land use programs building densities should reflect district needs, scale, priorities. - Linkages within and between districts, especially to major activity centers and transit connections, should be emphasized. - Urban design guidelines should be estab- lished to maintain or create design themes and visual unity. Practice 3-23: Organize districts around an identifiable center, where transportation, basic services and public gathering places are concentrated. Part of considering districts as whole entities is providing some degree of hierarchy within them. A center, however modest, gives a dis- trict a distinct geography and landmarks, and provides residents and workers with a clear location for errands, transportation resources, and public gathering. A clear center also sup- ports access by proximity by clustering uses in an easily accessible location, and provides an ideal hub for interconnecting different travel modes. Compact, walkable district centers can become places for meeting and community activities. A~ons: · Encourage higher-density development in the core of the district. · Concentrate district services and amenities near transit to promote combined trips and increase activities. · Ensure sufficient density to encourage walk- ing and biking, and support frequent transit service in district cores whenever possible. · Ensure that developers build to at. least planned densities. · Identify and reinforce district cores with consistent attention to creative urban design. · Provide Urban Design guidelines that estab- lish at least the basic design elements and desired design goals for jurisdictions. 2VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER * Manage parking and transportation demand in core areas (For more information on parking and transportation demand management., see the Project section of this chapter, Chapter 7 on Implementation, and Appendix H.) e Provide bicycle facilities. · Provide landmarks and other visual cues. · Consider local and regional pedestrian plans to develop programs that interconnect facilities and form identifiable networks. Practice 3-24: Allow complementary land uses appropriate to district type The appropriate character, densiW, mix of land uses will vary greatly from district to district. Residential districts in downtown areas will be much denser than those in surrounding coramu- nities, but each can be designed to support the needs of its residents effectively. In many districts, a single land use predomi- nates, whether single-family housing in a bed- room residential district or commercial office space in a downtown financial district. However, often absent are comp/em~ztary/and uses that can serve needs related to the predominant land use. Office workers need to eat lunch, run basic errands, or make use of office support services like print shops. And convenience retail or a local caf~ can enrich a residential neighbor- hood and provide focal points for local life, allowing a night out on the town or some errands to be accomplished on foot. Permitting and encouraging appropriate complementary uses allows access by proximity, supporting the dally activities of residents and workers with less travel. Actions: · Identify and encourage a variety and mixture of land uses - the predominant use should not be the only use. · Include schools, places of worship, community centers, amenity-retail, local cafes in residen- tial neighborhoods. · Include office support services, restaurants, and shopping in Office Districts; and Industrial Zones too should have restaurants and support services. · Design districts, regardless of location or predominant land use, which are pedestrian- friendly and transit-supportive. Mixed use means more ~on retail; it means considering the role of civic, religious, and cultural uses as we~l. · Evaluate churches and schools as potential mixed-use activity centers. These are already focal points within the community, and allow- ing use of their facilities during nighttime or on weekends can provide added amenities to the community without requiring additional land or infrastructure. Allowing localized hous- ing on these sites should also be evaluated. Practice 3-25: Provide usable and accessible parks and public spaces The operative word here is "usable." While an abundance of open space is desirable, a wide swath of unarticulated park can actually be a barrier. It's not just size, it's design and location - a small open space, placed and designed with care, can be well-used and well- loved. Well-designed public spaces should help to organize the district and provide amenities. Actions: · Design streets to be attractive comfortable places. Streets are the most important public spaces, accounting for nearly a quarter of the land area in many cities, and should be designed as if people - not just cars - matter. · Design core open spaces to be small, urbane and carefully integrated into their surround- ings. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~t'~,~ DRAFT FOR PUBLIC RE¥1EV,~ CHAPTER · Design edge open spaces to provide a district greenbelt, recreation amenities, and pedestri- an/bicycle links with other destinations. · Avoid 'dead zones', especially in denser urban areas, where people can look into public space but not go there. Usable, well-integrated public spaces-large and small-are critical to vibrant and sustainable districts. Corridor A corridor is a major road connecting many dis- tricts across the region, and in some conclltions may be viewed as a 'Linear District'. While the functions, scale and character of each district may vary along the corridor, they all share a common element - the corridor itself. Most of Santa Clara County's major arterial corridors are uninv/ting, no-[rills environments, designed to move traffic and lined with auto-ori- ented uses set behind parking lots. Yet these corridors also give shape to the South Bay, con- netting different cities, and intersecting local cores and downtown districts across the region. Corridors represent a tremendous reservoir of underutilized land in the county where infill and reuse and redevelopment, efforts can be focused. Multimodal corridors, with highly developed pedestrian and bicycle facilities and high levels of transit service present unique opportunities for uniting districts and cores, place-making efforts and increasing local and regional mobility. Recognizing this potential, VTA has targeted many of these corridors for significant transit improvements in the coming decades. The com- bination of available land and transit investment offers a remarkable opportunity to accommodate growth and increase transit ridership, thereby creating an important new typology in Santa Clara County: the regional urban corridor. Long- term transformation of these corridors will require significant public support, not only in the provision of transit but also in the allocation of funds for street retrofits to accommodate multi- modal travel, and changes in zoning codes and traffic policies. The highest densities and levels of public ameni- ty should occur at 'nodes', where a corridor inter- sects a local or regional core. These may be as minor as a small cluster of local retail and hous- ing around an express bus stop, or as important as a major intermodal transfer facility in a central business district. At both ends of the spectrum and everywhere in between, these nodes are important points o£ access to the regional trans- portation system, and provide interesting and vital places £or adjacent neighborhoods and employment areas. The practices that follow focus on ways to devel- op urban corridors through planning efforts and targeted public investment toward a clearly artic- ulated vision for growth. They also seek to direct density and diversity to appropriate areas while protecting the character of existing neighbor- hoods. Practice 3-26: Transform arterials into multimodal boulevards The wide rights-of-way (t/OW) that characterize many major corridors can be reconfigured to sup- port excellent surface transit, and a comfortable pedestrian environment, while continuing to carry a large volume of auto traffic. In many cases, the street itself presents opportunities for design as a traditional boulevard with medians, side lanes, wide sidewalks, and parking zones. Actions: · Design the street to acconunodate a variety of modes including automobiles, transit, bikes, and pedestrians. There are a number of street sections appropriate for a multi-modal corridor depending on type and location. Chapter 4 illustrates various options. 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PI~BLIC RE¥1EW CHAPTER " FIGURE 4: CORRIDORS SHOULD VARY W1TH CONTEXT '~The density o[ adjacent development should increase at "nodes', where ~e corridor meets local cores. k.,,. ': ' :? ~ ', ,,' .... 'T ' · · Vary cross-sections along corridor length to support adjoining uses. In response to heavy pedestrian and transit use in busy core areas, auto lane width may be reduced and side- walks widened. Along other connecting seg- ments, it may be appropriate to increase traf- fic lane width to assist the movement of traf- fic. · In core areas, tame streets by using elements such as planted side medians, tree-planting, curb bulb-outs, and on-street parking. Design sidewalks to support a comfortable pedestri- an environment. · Provide transit-preferential signal and road- way improvements. Supportive infrastructure is required to provide fast and reliable transit service. Light rail and bus transit can be gen- uine alternatives to the automobile in corri- dors linking cities and districts having transit preferential treatments such as signal timing programs or bus-only lanes. See Appendices A & B on Community Planning for Bus and Rail Transit. · Mix land uses, especially at nodes, to establish identity and sense-of-place for the corridor. Practice 3-27: Take advantage of corridors' width and scale Many infdl sites are limited in their develop- ment potential because surrounding neighbor- hoods have and established scale and feel. Major arterials, which are generally large-scale and utilitarian, do not present that issue. The scale and width of major corridors and boule- vards presents an opportunity to build at high- er intensities than is typically possible in other parts of the county. Major corridors will not be overwhelmed by larger structures; in fact, larg- er buildings help create 'place' by giving form and character to the street. Actions: · Increase residential amd commercial densities along corridors to increase transit use and maximize h~vestment in existing infrastruc- ture. In doing so, governments should take steps to mitigate spillover traffic affects on surrounding neighborhoods. For example, a corridor can acconuuodate higher density development along its length, but this density might be limited to a narrow zone on either side. In core areas this might be 3-4 blocks; in 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE '~.J[~ DRAFT FOR PLIBLIC REVIEW CHAPTER residential areas, a _ block depth may be suffi- cient. Focus activity and density in this zone and make connections with adjoining districts. · Increase building heights and reduce building setbacks to help establish a street wall and enhance the pedestrian environment. Tkis helps to define the street and create a more attractive human-scaled environment. · Mix land uses along the corridor- both at the site level and street level. Blocks in between major nodes may have residences above and amenity-oriented retail below while blocks at or near major nodes may have offices above and more intense commercial/retail uses below - such as large restaurants, clubs, movie theatres, or major retail shops. F~uropean boulevards offer a model ['or dense corridors that efficiently move both traffic and transit, while serving pedestri- ans generously. Practice 3-28: Build to the corridor, not away from it Most conuuunities are built away from corri- dors, which are usually perceived as dirty, loud, and unattractive - regardless ff they deserve those labels or not. Typically, the intensity and scale of development is lowest immediately adjacent to the road right-of-way, with wide swaths of land left empty or used as parking to create buffer zones between traffic and adjacent uses. Attempts to take advantage of vacant land and transportation resources along corridors are often thwarted by their projected traffic impacts. In an effort, to maintain high levels of traffic service, development is often pushed away from transportation corridors, toward undeveloped areas with little transportation infrastructure. These practices have led to widespread under-utilization of urban land and infrastructure. Bus Rapid Transit llke Los Angeles' Metro Rapid system offers a new model of flexibility, efficiency, and convenience that can be appiied in Santa Clara County. Ac'lions: · Identify available vacant and infill sites along corridors and attract development to them. Consider public or public-private catalyst proj- ects that embody development goals for the corridor. · Reclaim underutilized land for higher density housing and offices built out to the street. In this way, communities can gradually build toward corridors, which become spines of high- er density and greater activity. · Tame corridors with trees and pedestrian amenities. · Develop alternative Level-o£-Service policies that facilitate infill development along corri- dors. For more information on LOS policy and infill development, see Chapter 7, Section 2. · Establish street and architectural design guide- lines for the corridor. Major corridors are not inherently unattractive. They can be made aes- thetically pleasing through good the planning and design practices, and incremental imple- mentation. Practice 3-29: Vary Corridor Treatment with Context As corridors flow through a region they encounter a range of conditions, from agricultur- al land to residential neighborhoods, to major metropolitan downtowns. The appropriate intensity of land use and urban design elements will vary with the context of 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 ' DRAFT FOR PUBLIC REVIE~,¥ CHAPTER While it is irnpo~ant to build up to corridors, it is equally so to respect the character oF adjacent neighborhoods. those conditions, and must be established with the participation of local stakeholders. Development should also be of generally higher density along major corridors than in surround- Lng areas. This can capture the added value of improved transit services, take advantage of underutilized land, and even help insulate adja- cent districts from the negative effects of high traffic volumes. Actions: · Engage in corridor planning processes with adjacent municipalities, VTA, and other rele- vant agencies. Identify appropriate locations for nodes of higher density development, espe- cially around transit facilities and existing cores. · Consider transit-oriented residential develop- ment on corridor segments between the com- mercial nodes, and mixed-use developments at nodes. At corridor 'nodes', public investment in human-scale detail and stree~cope amenities is essential ,"or making places For people, · Step the scale of development down away from the corridor, especially when establish- lng a transition into adjacent residential dis- tricts. Practice 3-30: Reinforce corridor identily by providing a public framework for corridors and 'nodes' Corridor identity should be reinforced by investments in the public realm and by clear guidelines for project developers building with- init. · Define a street design vision that can be applied corridor-wide in context with adja- cent land-uses. This corridor vision should be based on a thorough public involvement process and applied through policy mecha- nisms such as design guidelines, general plans, zoning, and specific plans. · Attract catalyst projects that generate the character envisioned for the various segments of the corridor. A single catalyst project can attract similar or complementary uses to the area. In doing so, local governments should consider pursuir~, public-private partnerships to ensure high quality development and design. · Invest in public amenities that create vibrant environments for people. These include pedestrian and bike networks, streetscape improvements, open space and recreation areas, public art., and destination uses such as museums, libraries, civic buildings, parks. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 27 DRAFT FOR PUBLIC RE¥1E~,¥ CHAPTER Plan and design the mix of corridor land uses to offer community amenities that compli- ment adjacent residential neighborhoods. As corridor land uses become neighborhood des- tinations conveniently reachable by foot or bike, the corridor itself adds richness to the area and becomes assimilated as an active part of the neighborhood. Region Many of the issues addressed in this manual are regional in scale. Unplanned development, jobs-housing imbalance, crippling congestion, high housing costs, inefficient transportation networks, and pollution are regional phenome- na - and are often worsened by uncoordinated local decisions. Yet planning at a regional level remains a perennial challenge. Local jurisdictions are apprehensive about giv~ ing up even small amounts of local control, and regional entities have been known to be unre- sponsive to local needs and prescriptive in implementing policies. Moreover, what is fiscal- ly or otherwise desirable at the local level is often at odds with the collective needs of the region. As a result of these dynamics, local jurisdictions and regional entities often clash as each pursues policies that support, their partic- ular goals - and most often these clashes hap- pen because there is not a regional framework for discussion and policy-making. As a regional agency, VTA is positioned to influ- ence coordinated regional decision-making through its apportionment of transportation funds, and to help establish a framework-or common ground-for managing regional growth through its Best Practices Program.. However, VTA has no control over land use, and can accomplish little without, the support, of local jurisdictions. This manual is intended to estab- lish a vision for the integration of transportation and land use across the region, and link local decisions more effectively to the long-term effi- ciency, livability, and prosperity of Santa Clara County. Practice 3-31: Avoid piecemeal 'cookie-cutter' smart growth solutions - consider lessons of history, environment & local resources Santa Clara County has a rich character shaped by its unique combination of natural resources, historic areas, and environmental constraints. In most cases these do not fit within specific jurisdictional boundaries. However, their role in establishing a vision for the County as a whole is critical for ensuring that growth does not wipe out its special character. All cities should discuss and agree upon a common regional vision as a backdrop to local planning and application of Best Practices and smart, growth solutions. Visioning, planning, and cooperation should occur at the regional !evel, where the impacts of development decisions are far-reaching. Practice 3-32: Match densities to transportation resources Citywide and regional plans should accommo- date and plan for increased densities in areas of increased transportation resources. VTP/s 2020 Plan identifies corridors and projects targeted for transportation and transit investment for the next twenty years. Full benefit, of these investments can only be realized when cities build upon them by direct- lng appropriate uses and densities near these resources. Practice 3-33: Regional approach to planning for corridors Santa Clara has a number of corridors that pass through multiple jurisdictions. While segments and adjacent land uses are generally designed 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRA;T FOR PUBLIC ~EVIEW CHAPTER and built separately, it is important to have a long-range vision for corridors as a whole, which requires cooperation and collaboration among multiple jurisdictions. It may also involve developing a regional solution for Level-of-Service impacts caused by major projects. Practice 3-34: Infill before developing outlying areas Many apparently built-up areas in Santa Clara County contain opportunities for inEffl develop- ment. Most major corridors are also lined with a great deal of underutilized or vacant land. All jurisdictions in the County should allocate resources to identify available land for infffl in central areas and attract development to those sites before approving projects at the edges. issues, concerns and constraints of neighboring jurisdictions, and working in partnership with them through cooperative 'Local Area' planning councils and commissions. ICITIES IN TIlE REGION "t believe that cities ought to be magnificent, beautiful places to live. They should be places where people can be fulfilled, where they can be what they can be, where there are freedom, love, ideas, excitement, quiet, and joy. Cites aught to be the ultimate manifestation of society's achievements. City planning, to me, is the art of helping cities to become and stay that way." -Alan B. Jacobs Former Planning Director of the Cit-/of San Francisco (1966-74) Practice 3-35: Achieve better jobs/housing balance ^ddressLr~ the balance between jobs and hous- ing must be addressed at a regional scale. Resources such as freeways, streets, and major transit lines are common to the region and establish a logical framework for growth. The location of housing, office and industry is dependent on these resources and is best planned for at the regional level. This suggests that major land use decisions be made by cities in partnership with neighbo~ng cities, and in cooperation with VTA and the County. Again, this method involves resolving traditional obstacles to regional planning. More about - regional cooperation can be found in Chapter 7. Practice 3-36: Coordinate General Planning Efforts In the absence of a regional governing struc- ture that can make growth management policy, cooperation among jurisdictions is essential for effecMvely managing regional growth. While jurisdictions plan internally, many of the affects of that planning are external and impact neigh- boring jurisdictions. Local jurisdictions face practical and legal constraints in attempting to deal with regional issues such as housing sup- ply, the location of jobs, traffic congestion and environmental pollution. Localized General Planning efforts can be greatly enhanced by simply fostering an increased awareness of the 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~')O DRAFT FOR PUBLIC REVIEW C H APT E A MULTIMODAL APPROACH TO STREETS INTRODUCTION This chapter addresses two aspects of the street system: connectivity, which deals with how streets link up to make a transportation network; and design, which deals with how individual streets look and function to users on the ground. Connectivity can best be thought of as 'plan' view of the street system from above, while design can best be discussed as a transversely cut 'section' view of a street. Planning for connectivity entails ensuring direct connections for all modes of travel, while Best Practices in Street Design entail observ- ing the environment from the user's perspec- tive at street level and designing streets to best provide mobility, accessibility, and sense of place. A Multimodal Approach In Santa Clara County, emphasis has historical- ly been placed on planning the transportation system to move vehicles quickly. The street system was designed accordingly, with few pro- visions made for other transportation and qual- ity-of-life goals. Best Practices advocates an approach to planning the transportation system that balances the emphasis on vehicles with goals for accommodating travel by foot, bike, and transit, as well as goals relating to quality of life. Under th/s approach, every street is viewed as a transportation link for every mode. The dif~ ferences among streets, then, will be the par- tlcular balance that is struck in prioritizing the various modes. Some streets, such as express- ways, will retain high priority for moving cars, while other streets, such as transit corridors, will balance the need for moving cars with the needs for efficient transit operation and pedes- trian-friendly environments. Clearly, there are tmdeoffs between streets that balance all modes of travel and streets designed primarily for the automobile. Accommodating wider sidewalks, bike lanes, on-street parking, and transit facilities often results in narrower or fewer travel lanes for cars, and traffic flow is affected by the 'friction' associated with increased pedestrian, bicycle and transit activity. Agencies considering multi- modal streets need to weigh the impacts on vehicle speed and throughput with the desire to improve accessibility, safety, and corafort for people who choose not to drive. The Dual Roles of Streets Streets serve two roles in the conu-uunity: transport and ]and use. Streets' role in trans- port is the conventionally held idea that streets are for the quick and safe movement of people and vehicles. Transport not only means moving vehicles, as has been the emphasis in Santa Clam County, but moving people, bicy- cles, and transit as well. The transport role of streets is one area where Best Practices applies the multimodal approach introduced earlier. Best Practices uncovers a second role of streets--that of land use. This role describes how streets themselves constitute a public land use, and therefore, a special kind of place. Streets provide the spaces that people inhabit. when they are in between the private and other types of public spaces of the community. Streets are places: they are the setting of childhood stickball games, of after-dinner strolls, of bike riding rites of passage. They are the outdoor living rooms of the community. And because streets constitute the single largest source of public space in urban areas, the level of success we have in designing them as places to live largely determines the llvabili- ty of our communities. These dual roles of transport and land use sometimes dictate conflicting designs. While a street's role in transport may call for multiple wide travel lanes and limited obstructions like street trees to expedite auto travel, its role in land use may call for fewer narrow travel lanes to slow traffic and street trees along wide side- walks to provide a pleasant pedestrian envi- ronment. Although it may be difficult for one street to simultaneously fulfill both roles, trade-offs can be best understood by adding the dimension of scale. Just as land use and development operate at. different scales, as discussed in Chapter 3, streets also operate on a scale that spans the urban landscape from the local neighborhood to the region. The scaled nature of streets is already recognized by conventional functional street classifications used by city engineers to design new roadways. In this way, streets already nest into the Building Blocks concept from Chapter 3. Buildings and sites are con- nected to each other by local and collector It is clear that the highway route should be considered mull'purpose rather than o single-purpose facility. -lanL. McHarg, Deign with Nature 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 DRAFT FOR PUBLIC It[VIEW CHAPTER _j~jJ streets. Projects may include portions of sever- al local streets, and be located along a collector or arterial street. Corridors are centered on arterials. Districts can include any combination of local, collector, and arterial streets. And regional roadways like freeways and express- ways are the regional means of transport, con- necting each part of the region to the other. These conventional classifications, however, do not recognize streets' land use role. The land use role of streets also meshes into the scaled urban structure of the Building Blocks. Local and collector streets are land uses that 'fill in' between buildings_and sites. Arterial streets can serve as corridor spaces, which connect, in the land use sense, districts. The relative emphasis to be placed on the dual roles of a street varies according to its scale. This relationship is illustrated in the figure below. tGURE I:A MULTIMODAL APPROACH Dual Roles of Streets A local residential street will not be called upon to move significant amounts of vehicular traffic, thus requiring minimal design emphasis on its transport role. Its local nature allows the street to serve as a place for people to gather, war~ ranting greater design emphasis on its land use role. By contrast, a regional expressway is called upon to move heavy volumes of vehicu- lar traffic, and there are few opportunities for this kind of street to serve as a gathering place. Therefore, a regional expressway would be expected to have relatively high emphasis on its transport role and relatively low emphasis on its land use role. Best Practices proposes that streets be designed in a way that strikes a balance between a street's role in transport and its role in land use, based on these distinctions in scale and by using the muitimodal perspective. Striking this balance means integrating land use and transportation planning with a 'sys- tems' approach. Best P.ractices defines the components of building, site, and urban design, connectivity, and street design that reflect the function of the adjacent land uses. Best Practices then describes how the compo- nents interact and work together and how each component can be implemented as part of the system of land use and transportation. STREET CONNECTIVITY Individual streets do not fulfill their transport role independent of each othen Rather, each street works with other streets to serve a com- murdty's travel needs, forming an intercon- nected system of streets. A well-connected system makes a number of alternative routes available for any given trip. This 'division of labor' produces the benefit of distributing the traffic load among many streets, rather than concentrating it on any one street. Within a well-connected street system, individual streets can be designed with the multimodal perspective. In contrast, street patterns in today's suburban communities are disconnected, intentionally designed to separate and isolate land uses. This pattern, based on a hierarchy of streets from cui-de-sacs to collectors to arterials, forces all trips onto the arterial network with- out regard for their ultimate destination, whether by car, foot, or bicycle. The inhos- pitable enviromnent of the arterial network to pedestrians and the circuitous nature of the route make driving more convenient than walking. As a result, traffic congestion and larger streets and intersections have become commonplace, and even expected. A system of interconnected streets that pro- vide more direct linkages between neighbor- hood destinations allow local trips to stay off the arterial network. A dense system of low- speed, low-volume streets provides people with the choice to walk in a safer and more comfortable environment. Those who choose to drive can easily access the arterial network, or use a more direct route to a nearby destina- tion on a local street. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 0302 DRAFT FOR PUBLIC REVIEW CHAPTER FIGURE 2: STREET NETWORK CONNECTIVITY SUBURIk~,,N CURVILINEAR NE'TVVORK ! , Cen~er TRADITIONAL GRID NETWORK Shopping Cen~er At the site and building level, connectivity is the interface between individual land uses and the transportation system. Here, important aspects include pedestrian and bicycle connec- tions from buildi~gs to streets, parking facili- ties, transit stops, and surrounding sites. Examples of improving connectivity at this level include new streets connecting previous- ly isolated areas, alleys or lmies that improve accessibility to individual buildings, pedestda~l paths through sites, and attractive sidewalks adjacent, to and connecting sites. 03.02 A MANUAL OF BEST PRACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE '~ DRAFT FOR PUBLIC REVI[W CHAPTER PORTLAND METRO'S CONNECTIVITY REQUIREMENTS Portland Metro's Regional Transportation Plan includes policy that seeks to improve local street connectivity in the region. The policy recognizes that poorly-connected local street systems affect the functioning, and ultimately the cost, of the regional road system. Cities and counties in the region are required to amend their comprehensive transparta-tion plans to comply with Metro's connectivity standards: · Adapt "conceptual new streets plan" maps for oil vacant or redevelopable land to provide guidance to developers on desired street connections that maintain the integrity of the regional street system. · Require new development to provide full street connections at least every 530 feet, except where conditions make this spacing infeasible. · Provide pedestrian and bicycle accessways spaced at 330-foot intervals when full street connections are infeasible. Limit the design of cul-de-sacs and closed-end street systems where full street connections can be made. At the core and district level, connectivity is about fine-grained networks of streets. The emphasis at this level of connectivity is to con- nect land uses and transit in a way that is con- ducive to walking, bicycling, and driving. Providing connectivity at this level includes new streets in redevelopment projects that break up large-scale blocks, pedestrian connec- tions between buildings, way-finding programs that direct people from centralized parking and transit to multiple destinations, and bicycle facilities that connect land uses within a dis- trict. At the corridor level, connectivity refers to VTEs designated corridors and the system of streets that connect to them. The emphasis of this level of connectivity is continuity and high levels of street access feeding into the corridor, as well as multimodal mobility along the corri- dor. Improving connectivity here means ensur- Lug continuous pedestrian and bicycle facilities, eliminating pedestrian barriers such as fences, sidewalk gaps, large crossing distances and lack of crossing points, improving vehicle movement through the corridor, and providing connections to the corridor from adjacent areas. Regionally, connectivity is about, how the coun- F AASHTO AND STREET DESIGN ty's system of highways, expressways, and major arterial streets serve regional travel needs. The emphasis of this level of connectiv- ity is on moving buses, automobiles, and freight longer distances at high speeds to con- nect the areas of the metropolitan Bay Area. Improving connectivity at the regional level requires strategic planning such as multi-juris- dictional transit and bicycle route planning, trail systems that link communities, and oppor- tunities to connect areas across regional barri- ers such freeways. RE-THINKING STREET DESIGN CONVENTIONS: MULTIMODAL DESIGN PRACTICES Punctional street classifications define design characteristics of streets according to the type of transport streets are intended to provide. Traditionally, functional classifications have formed a hierarchy of streets ranging from those that are primarily for travel mobility-- arterialswto those that are primarily for access to property--local streets. Government agencies and national organizations all recog- nize this system. It guides not only design standards, but levels of access, traffic control, law enforcement, and the provision of trans- portation funding as well. The American Association of State Highway and Transportation Officials (AASHTO) publishes 'A Policy on Geometric Design of Highways and Streets", often referred to as the "Green Book". This document contains nationally-accepted guidelines for designing the geometric elements of streets and highways, providing a recommended range of values for critical dimensions. Many jurisdictions adopt AASHTO guidelines as standards but are reluctant to deviate from the maximum values, even though a range of parameters are given. The truth is that AASHTO guidelines provide sufficient flexibility to design streets that balance available right-of-way among modes of travel. These "minimum" design values, however, are rarely adopted as standards. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 B.RAFT FOR PUBLIC REVIEW CHAPTER '~ FIGURE 3: AASHTO RANGES FOR COMMON STREET DESIGN ELEMENTS -'" Element Arterial Colloclor Local Design Speed 30-60 mph [1] 30 mph (min.) 20-30 mph Travel Lane Width 10-12 Ft. [2] 10-12 Ft. 9-12 Ft. [3] Turning Lane Width 10-12 Ft. 10-12 Ft. 9-12 Ft. Parallel Parking Lane Width 8-12 Ft. [4] -- 7-10 Ft. 7-9 Ft. [5] MecJian (Raised) 4-18 Ft. [6] 2 Ft. (min.) 4 Ft. (min.) Shy Distance bet. Curb Face and 1-2 Ft. 1-2 Ft. 1-2 FL Travel Lane Sidewalk~lear Width 4-8+ Ft. 4-8 Ft. 4-8+ Ft. [7] t Horizontal Clearance to Obstruction 1.5 Ft. (min.) t .5 Ft. (min.) 1.5 Ft. (min.) Border Area bet. Road and Edge of 8-12 Ft. 8-11 Ft. 2-12+ Ft. [8] Right of Way Curb Return Radius 15-40+ Ft. 15-40+ Ft. 15-30 Ft. [9] Right of Way 64-300 Ft. 40-60 Ft. 50-66 Ft. Source: American Association of State Highway and Transportation Officials "A Policy on Geometric Design of Highways and Streets", 1990 [1] Lower design speeds of 40 mph or lower apply to built-up areas or under restricted conditions in suburban areas. Design speeds of 50 mph or higher apply to outlying and rural areas. [2] 10-foot arterial lanes are permitted in highly restricted areas with tittle or no truck tra~c. 12-foot lanes are most desirable for higher-speed, free-flowing principal arterials. [3] At least 1 O-foot lane widths are preferable for streets which move traffic, 11 -feet where feasible, and 12-feet wide in industrial areas. In constrained right of way 9-foot lanes in residential areas, and 11-foot in industrial areas. [4] ASSHTO recommends a 7-foot wide parking lane with 3-5 feet additional clearance from travel lane. 8-foot parking lanes is acceptable where the parking lane is not planned to convert to a travel lane. [5] In residential areas, at least 7-feet wide. In commercial and industrial areas at least 9-feet wide. Gutter pan may be included in width. [6] Minimum 2-foot wide medial separator where left turn Janes are accomodated. Desirable median widths for left turning traffic is 18-feet, and a minimum of 14-feet. [7] Sidewalks should be located as far as practical fram traffic lanes. Widths of 8-feet or greater in commercial areas, and wider if roadside appurtencnces are located in the sidewalk. [8] Border areas for buffer space between pedestrians and vehicle traffic, sidewalks, utilities, and planting strips. Borders 2-feet in width only in severely constrained right of way. Minimum border width of 5-feet but desirably 10- feet or wider. Recommend an obstacle-free buffer width of 12-feetor more between curb and sidewalk. [9] In residential areas and heavy pedestrian areas, minimum radius is 15-feet. A minimum radius of 25-feet is desirable. Industrial areas should have a minimum radius of 30-feet. : '' '.',, 'T T ...... , , But. defining street cross-sections only on the basis of the volume of traffic that needs to be carried mounts to a "one-size-fits-all" mentali- ty. This perspective, while considering the transport role of streets, neglects their land use role. To consider the land use role, it is necessary to consider the street's context-- where the street is, and what kinds of land uses surround the street. '...it is often extremely difficult to make adequate pmw'sions for pedestrians. Yet this must be done, because pedestrians are the lifeblood of our urban areas, especially in the downtown and other retail areas. In general, the most successful shoppi~ sectfons are those that provide the most com- fort and pleasure for pedes- trians. ' --AAStffO, 'A Policy on Geometric Design of Streets and Highways' 03.02 A MANUAL OF BEST PRACTICES FOR INTr'GRATING TRANSPORTATION AND LAND USE 5 DRAFT FOR PUBLIC REVIEW CHAPTER ~j~"'J], Best Practices proposes the idea of designing streets according to both of their roles. Under this design perspective, then, the conventional functional classifications can be augmented to account for a street's land use role by defining recommended modifications for distributing often-limited right-of-way to cross-section ele- ments such as sidewalk width, bike lanes, and medians. Every street is unique, and its design will ultimately depend on such factors as the character of the area, community values, con- straints, and the needs of its users. Best Practices aims to build flexibility into existing standards. Some street design standards already consider the type of adjacent land use and include provi- sions for modifications. In fact, the US Department of Transportation published "Flexibility in Highway Design", which empha- sizes the need for designer flexibility and to "look beyond the givens of a highway project" to consider other options in the context, of the street's surroundings. However, even when street standards allow for flexibility and design- er discretion, the designer often defaults to the maximum parameters for "safe" and "efficient" movement of traffic, which inadvertently caus- es negative impacts for other modes of travel. Today, the street designer is challenged to design streets and street systems in the context of their surrounding land uses. VTA recognizes that Santa Clam communities desire to retain their existing street classifica- tions. Best Practices, therefore, presents guidelines, model street types, and design ele- ments that further refine street classifications for multimodal travel. Best Practices is intend- ed to augment conventional functional classes with design strategies and features that bal- ance functions for pedestrians, bicyclists, tran- sit users, and motorists. As shown in Figure 4, the street cross-section can be divided into two primary components: the travelway and the pedestrian environment. Both components affect the user's perception of the street. The travelway affects driver's and bicyclist's perception of the street's function, safety and aesthetics. The travelway also affects the pedestrian's perception of the street's safety, attractiveness, and sense of place. Similarly, the pedestrian environment affects how drivers and bicyclists view the street; urban design, a sense of enclosure, on- street parking, and pedestrian activity affect speed. The design of streets where pedestrians cross or wait for transit is further discussed in the section on multimodal intersection design. jFIGURE 4: COMPONENTS OF A STREET Pedestrian Environment Travelwoy Pedestrian Environment VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER If. FIGURE 5: A BEST PRACTICES MATRIX: 5 .., Practices and PrinciPles for integrating Transportation and Land Use r t PRACTICE Muttimodal Design Procfic~s '"O × o &" o ose ph~iC0J d~iCe~ t-o ~-ecJU~ desig~ S~d~ ~ orot~t neighborhoods 4-4 Use visual cues to signaJ drivers to slow down ~ Trave~ ~des~ian cro~ings at seled J~atlons 4-8 Design transit into ~e ~aveiway ~ In Smoo~ ~aff~c flow ~rough means other ~an road T~ P~s~ian Environm~t ' buildings ,o each o,h~r and ,o transit facilities. 4-12 Provide wide sid~aJks 4.1 3 Provide pedes~ian amenities 4.14 Buffer pedes~ians from traffic 4.1 5 Provide ~destrian-scaled s~t [ighting 44 6 Provide secure bicycle parkina ln~r~ions 4-17 Provide high.menlO, accessibJe, and fiuncfionaJ ~ansit 4.18 Design ~ub[ic ~]oces into the aedes~an environment 4.19 Consider modern roundabauts 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRA~T FOR PUBLIC CHAPTER ~(~ FIGURE 5: A BEST pRACTIcES MATRIX: (CONTINUED) Practices and 'PrinCiples for Jntegraf~ng TransportaH0n and Land Use PRA~'I~E Intersections (confinued~ 4-20 Make pedestrians highly visible to motorists 4-21 Provide ~r good sight distance fi:>r motorists and pedestrians 4-22 Give pedestrians time to cross ~e street 4-23 Provide easy-t~understond signal indicators for pedestrians 4-24 Minimize crossing distances .4-25 Minimize vehicle, oedestrion, and bicycle conflicts · ~ ")7 Include design treatments that allow bikes to comfortab v ~'~ cross intersections ' Figure 5 summarizes the practices presented in the subsequent sections in this chapter. Practices are divided into those which apply to the travelway, the pedestrian environment, and street intersections. Best Practices for Multimodal Design: The Travelw~y The travelway is the section of the street in which vehicles travel, and includes bicycle lanes, travel lanes, turning lanes, and medians. The design of the travelway is related to the street's vehicle traffic capacity and design speed, or how fast vehicles can travel. Travelway design also affects travel by bicycle and by transit. And finally, travelway design determines how people perceive the street. Conflicts among different street users become apparent in designing the travelway. For while it enables vehicle movement, it acts as a barrier for pedestrians desiring to cross. Wide, barren expanses of asphalt, are inhospitable to pedes- trians and provide a signal to drivers that high speeds are acceptable. High-speed traffic, in turn, makes the street even more inhospitable to pedestrians, in terms of both safety and visual perception. Drivers will drive as quickly as they think they can safely navigate a street, sometimes despite the posted limit. Therefore, multimodal design treatments focus on slowing down traffic and creating a more hospitable street environment for pedestrians. Other aims of multimodal design include providing facilities that improve conditions for travel by bicycle and by transit. Practice 4-1: Make better use of speed limits Simply enforcing the existing speed limit more rigorously, and, if appropriate, reducing the posted speed limit, can help bring vehicle VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC R~¥1EW CHAPTER -~ FIGURE 6: TRAVEL SPEED vs. PEDESTRIAN ACCIDENT SEVERITY Vehicle speed is the single greatest factor in the severity of pedestrian and bicycle crashes. Residential street design has particubrh/ Speed Perception/Reaction suffered from relatively high design speeds; some older subdivision 148~,,./ Fatal streets are as wide as 4.0 feet ,40 rnph cu~b-to-cUo, d~s,g~ ,o ¢o~ ~!~ ~ ..... vehicles traveling at 35 to 45 miles 30 rnph Serious per hour (mph). 20mph ~~..~ ,__ ~ injury As can be seen in the chart above, Low/Moderate pedestrian crashes with vehicles are injury frequently fatal at speeds of 35 mph and greater. Thus, the importance of 107' 196' 313' lower traffic speeds on residential and pedestrian-oriented commercial and m/xed-use streets cannot be TOTAL VEHICLE STOPPING DISTANCE over-emphasized. ~ -~,.: .... :..: .. ...'.... speeds down to a level more hospitable to pedestrians and cyclists. Except in residential and commercial areas with a pr/mafac/e speed limit of 25 mph, speed limits are established by dete~ the safe and prudent speed for any given segment of road. Usually, the 85th percentile speed--at or below which 85% of people drive--establish- es the speed limit. However, special circum- stances as determined by a traffic engineering study can warrant the lowering of speed limits. These circumstances can include unusual geometry, school zones, restricted sight dis- tance, unsafe conditions, or significant pedes- trian activity. Arbitrarily lowering speed limits, however, can lead to an increase in violations, and may not be enforceable. Practice 4-2: Design narrower streets Street w~dth affects pedestrian crossir~ dis- tance and vekicle speed, but also the street's sense of enclosure, visual appearance, and per- ception as barrier. Wide travel lanes are some- times necessary to accommodate large trucks and buses, bike lanes, and high-speed travel. However, lanes are often oversized, designed for vehicles which do not frequently use it. A~'ons : · Use narrower lane widths on some streets. AASHTO recommends eleven-foot lanes on arterial streets that do not carry substantial truck traffic. On low-speed, low-volume col- lector streets, ten-foot lanes are acceptable. Ten-foot turning lanes are acceptable on some arterials and collectors. · Retrofit existing streets by adding traffic calming or other design elements that nar- row the street in strategic locations, such as median treatments, on-street parking, wider planting strips, or wider sidewalks. · For instance, on wide streets, raised medians break up the expanse of asphalt and provide clear bounds for travel lanes. Raised medians of at least six feet in width also provide space for pedestrian crossing refuge, utilities, signs, streetlights, and street trees that form a canopy across the street. In contrast, painted medians are not as effective in providing effective pedestrian refuge. · Use three-lane streets rather than four-lane streets. Three-lane streets, with one lane in each direction separated by a two-way lefto turn lane, can function well under the right conditions. Such an application requires careful consideration, but where appropri- ately implemented, three-lane streets can carry the necessary vehicle traffic while mini- mizing their impact on pedestrians and bicy- clists. · Three-lane streets can generally accoramo- date 12,000 to 16,000 vehicles per day and maintain Level of Service "D' operation. At intersections, additional turning lanes can be added to increase capacity. Agencies In a typical suburban subdivision with 5000 square-foot lots and 56-foot rights-of-way, streets amount to approximately 30 percent of the total development. When typical 20-foot driveway setbacks ore included, the total amount of paved space reaches about 50 percent of the development. - Michael Southworth ~ Eran Ben-Joseph, Streets and the Shaping of Towns and Cities 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 9 D~A~T FOR PUBLIC CHAPTER NARROW STREETS AND FIRE DEPARTMENT REQUIREMENTS: PORI'LAND SKINNY STREETS PROGRAM Portland's Fire Bureau has historically required an unobstructed 2Gfoot-wide accessway on all streets and lanes. The reasons are that trucks need to pass each other and wider streets are needed to accommodate ladder truck outriggers. Portland tested various-sized fire trucks on established residential streets ranging from 26 to 20 feet in width with parked cars. The fire apparatus was able to negotiate each of these streets. In Portland's residential neighborhoods, the outrigger issue turned out to be a non-issue because street trees and overhead utilities precluded their use. With some give and take, Portland's Fire Bureau has accepted the skinny street program for local residential streets ranging from 20 to 26 feet, depending on on-street parking conditions. considering converting four-lane streets to three lane streets will need to study its impact on traffic flow. · Reduce curb-return radii for street intersec- tions. At intersections with large curb radii, cars are able to make tums at high speed, creating inhospitable and dangerous condi- tions for pedestrians and bicyclists. Consideration of users such as fire equip- ment, transit buses, and delivery trucks is necessary when designing intersections. While not appropriate for all locations, small- er curb radii ensure that cars will slow down when turning. Practice 4-3: Use physical devices to reduce design Sl:~-~ls and protect neighborhoods A menu of physical devices, sometimes referred to as traffic calming, can reduce the design speed of an existing street and protect neighborhoods from cut-throu_gh traffic. Actions: · Install devices that deter speeding. These devices, when installed in or next to the trav- elway, signal to drivers that slow speeds are appropriate. They include: speed humps, speed tables, raised intersections, traffic cir- cles, choke points, and chicanes. Matching devices with locations must be done carefully, accounting for local conditions, as well as vital road users such as emergency services. · Accompany traffic-slowing devices with devices that deter cut-through traffic. Drivers may respond to traffic-calmed streets by cut- ting through neighborhoods instead. Devices such as diverters, semi-diverters, and full and partial street closures can protect neighbor- hoods from such cut-through traffic. Features such as this traffic circle ore effective tools for calming traffic in residential areas. Practice 4-4: Use visual cues to signal drivers to slow down Actions: · Use transitions as signals. Transitions serve as visual cues to identify a change in street type, street character, or area, and to warn drivers to slow down. Pot instance, a transi- tion may signal that, a high-speed road is leaving the countryside and entering a town center as a low-speed retail street. Transitions include 'gateway' streetscape or landscape features, changes in street cross- sections, or changes in paving surface. In adclition to slowing traffic, they can provide identity by serving as distinct entry points to districts. A transition can be accomplished at a single intersection, or over a length of sev- eral blocks to gradually change the character and speed of a street. 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER '/ FIGURE 7: STREET TRANSITIONS Transition From wider commercia} street to narrower residential or mixed-use street, use landscaped curb extensions, landscaping and monument signs to transition. Provide appropriate speed transitions when changing from high speed to Iow speed streets. Transition Medians with street trees can be used to transition Dom one ~ype of area to another and provide a sense of enclosure and pedestrian-friendly landscape features. · Build a 'street canopy' with street trees and buildings close to the street. A canopy pro- vides a sense of enclosure, conveying to driv- ers that they are navigating through a popu- lated area, rather than 'open road'. Street trees planted in raised medians help to pro- vide a sense of enclosure on wider streets. .j Provide streetscapes and outdoor activities that make drivers want to slow down. On- street parking, outdoor caf~ seating, and street furniture add activity beside the street, signaling drivers to proceed with cau- tion rather than speed. Practice 4-5: Use Alleys To Increase Connectivity A~leys were once an inte~'~J pa~ of the uzba~ block system in both commercial and residen- tial areas, but their use in street and urban design has dwindled in recent decades. This lack of use is the result of perceptions-- crime, blight, litter, poor maintenance--and development practices that utilize more land--superblocks, parking lots, and office complexes. But alleys are making a comeback in new eom- mercial and residential development because they can offer many benefits. They break up larger blocks to create additional pedestrian connections, serve as a utility corridor for refuse and underground utilities, and provide space for parking and garage access in the rear 03.02 A MANUAL OF BEST ?RACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE I '[ DRAFT FOR PUBLI( REV~E~¥ CHAPTER of buildings, rather than the front. Or they can provide pedestrian-oriented community space where neighbors meet, children play, or com- munity events are held, as in Europe's woone'Ef concept. Actions: * Utilize alleys when designing new street net- works in commercial and residential develop- ments. Utilize the alleys for vehicle storage, utilities, and deliveries, so that the fronts of buildings can be designed for pedestrians. · If pedestrians are intended to use the alleys, employ design treatments to improve the feel of alleys, including: high levels of lighting; alley-facing windows and doors to improve security; architectural 'gateway' features; alternative paving materials; landscaping and planter boxes; and adequate screening for utilities. Today's aJJeys are pJaces to seek out - they are well-Jit, have alleyJacing windows and door~, and screened utili,*ies. · Work to make selected existing commercial alleys more inviting, more effective as mid- block connections, or simply more functional, by applying the aforementioned design treat- ments in retrofit. If the alleys are currently used for deliveries, either designate an alter- native nearby on-street loading zone or work with property owners to provide adequate clearance. · Ensure diligent cleaning and maintenance to keep alleys inviting as spaces. Practice 4-6: Provide convenient crossing oppor- tunities with mid-block pedestrian crossings at select locations Sometimes, pedestrian destinations are locat- ed across the street from one another along a segment where intersections are spaced at long distances. In such cases, pedestrian access across the street may best be provided by mid-block crossings. Such crossings elimi- nate the frustration of out-of-direction travel, which can exceed 1,000 feet on some streets. Mid-block crossings must be designed and placed carefully. Many agencies oppose this concept out of con- cern that motorists do not expect pedestrians between intersections, and that uncontrolled crosswalks provide pedestrians with a false sense of security. However, properly signed, marked, and lighted crossings with advance warnings at major activity points can chmmel pedestrians to the safest mid-block crossing location, provide visual cues for approaching motorists to anticipate pedestrian activity and unexpected stopped vehicles, and provide pedestrians with reasonable opportunities to cross during heavy traffic periods. A number of studies have examined safety issues related to marked and unmarked cross- walks at uncontrolled crossings. These studies also provide warrants and recommendations. The references below should be consulted in conjunction with a thorough safety study before installing a mid-block crosswalk. · Zegeer, Charles, Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Crossing Locatio91.s, University of North Carolina, Federal Highway Administration, 1999 Mid-block crossings can heJp create com~ortabie pedestrian s~ace$ whore block lengths are Jong or where pedestrian cross~ ir~g traffic is high. 2 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03,02 DRAFT FOR PUBLIC REVIEW CHAPTER · Knoblach, R.L., Investigation of Exposure Based Pedestrian Accident Areas: Crosswalks, Sidewalks, Local Streets, and Major Arterials, Publication No. FHWA/RD 88/038, 1998 · Consider providing mid-block crossings when intersections are widely spaced; in high pedestrian volume locations, space cross- walks approximately the distance of a city block. Equip such locations with proper advance warning signs and markings, and curb extensions to shorten crossing dis- tances and increase pedestrian visibility. Increase crossing visibility through street lighting and ladder-style crosswalk markings. Also consider pedestrian-activated flashers embedded in the pavement. F GURE 8: MID-BLOCK CROSSING WITH CURB EXTENSIONS ~ Possible raised crosswalk for further traffic calming FIGURE 9: COMMONLY USED CROSSWALK MARKING STILES I STANDARD (High visibility) ZEBRA (High visibility] lADDER (High visibility) DRAFT03.02 FOR PUBLIC REVIEW A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 13 CHAPTER · Use coordination between traffic signals upstream and downstream of mid-block crossings to produce gaps in the traffic stream. · Consider a signalized mid-block crossing where pedestrians must wait more than 30 seconds for an appropriate gap in the traffic stream and where signalization warrants rec- ommended by local guidelines or the Manual of Uniform Traffic Control Devices are met. When wait times exceed 30 seconds, pedes- trians may become impatient and cross dur- ing inadequate gaps in traffic. · For school pedestrian routes, conduct engi- neering studies to evaluate appropr/ate loca- tions for mid-block crossings and whether an adult crossing guard is warranted. · Provide raised median pedestrian refuges at mid-block crossings where the total crossing width is greater than 60 feet. On streets with continuous two-way left-turn lanes, provide a raised median pedestrian refuge with a mini- mum length of 20 feet and a minimum width of eight feet. Practice 4-7: Build bicycle infrastructure Provide bike lanes on designated bike routes. While not all streets require facilities for bicy- clists, those that have on-street bike lanes allow continuous bicycle travel through corri- dors, improving the travel speed, safety, and comfort for all levels of bicyclists. Trade-offs with other street elements such as travel lanes and on-street parking are often required to accommodate bike lanes. In combination with on-street bike lanes, off-street bike or multi- use paths provide a recreational resource and allow for connections between areas free of conflicts between bikes and other vehicles, improving the comfort level of less experienced bicyclists. Review local and regional bicycle plans to ensure development of a connected regional bicycle system, and consult VTA's Bicycle Technical Guideli?*es for guidance on how to design roads to best accommodate bicy- cle travel. Practice 4-8: Design transit into the travelway When considered early in the design process, transit needs can be accommodated in new streets and in redesign of existing streets. Fun. her detail on designing streets for transit are provided in Appendices A, B, and C. Actions: · Utilize transit priority treatments to improve transit travel on congested streets. Priority operations allow transit to compete with the automobile by providing buses advantages. Such advantages include: lanes for exclusive use by buses; bus priority in the traffic signal cycle; and 'bulb-out' bus stops that facilitate the process of re-entering the traffic stream. Transff priority treatments like this bus queue-jump lane in San Diego give transit a competitive edge aver driving and make it a permanent fixture of the street. · Dedicate sufficient street width to safely accommodate the movement of larger buses. Such an action necessitates balancing the pedestrian need for narrow streets with the transit need for sufficiently wide travel lanes. · Provide bus layover sites to support transit service plans. Practice 4-9: Reduce pedestrian and bicycle conflicts through access management Access management is the practice of limiting the number of driveways on a street, and therefore driveway movements. By restricting movements and consolidating driveways, access management improves the flow of traf- fic, and reduces accidents by eliminating con- flicts between vehicles. Driveway reductions also improve pedestrian and bicycle safety, enhance the walking environment, and allow more space for amenities such as on-street parking and street trees. The restriction of driveway movements is typically accomplished with the installation of a raised median, or other channeling islands that restrict vehicle movements. 4 03.02 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM DRAFTf0RPgBLICR~¥1~VI CHAPTER '~ FIGURE 10: ACCESS MANAGEMENT TO REDUCE CONFLICTS Maio~ dri~,ays olivet too little Numerous ~ly ~ driv~ BEF~E Far si~ bus s~p ~ clo~ ~ dr~e~y, conflic~ wi~ ~rning ~hic~s Instil ~dian ~ ms~i~ mo~men~ Add ~es~ian r~ge Res~i~ ~rni~ ~men~ ~R Wid~ si~alk ~ I ~ Con~lida~ bus s~p, instil Res~ict ~m m~n~, dri~w~ s~mr and am~i~es ~e dri~ay ~ ~ ~s ,. , - 7 ...... ~ ' - ? · Driveway width can also be managed more effectively. Many driveways are excessively wide, increasing pedestrian and bicyclist expo- sure to vehicle conflicts and allowing vehicle turn movements at excessive speeds. Most wide intersections can be reduced in width and still function effectively. When implementing access management, consider reducing the width of wide driveways. Practice 4-10: Smooth traffic flow through means other than road widening Many tools and techniques can help to smooth traffic flow without significant road widening. Called Transportation Systems Management (TSM) and Intelligent Transportation Systems (ITS), these strategies make use of transporta- tion operations data, communications with travelers, and small physical and signing adjustments to reduce wait times and con- flicts, and offer solutions to traffic problems beyond road widening. DRAFT03'02 FOR PUBLIC REVI[W A MANUAL OF BEST PRACTICES FOR iNTEGRATING TRANSPORTATION AND LAND USE 15 CHAPTER A~'ons: · Make signal improvements at intersections, including: upgrading signal controls, adding vehicle detectors, installing new traffic sig- nab, removing old signals, interconnecting individual signals into networks, optimizing signal timing. · Make small physical improvements at inter- sections, including: channelization, addition of turn lanes, and re-striping of travel lanes can help traffic to flow more smoothly with- out substantial street widening. · Designate reversible lanes to accommodate peak-direction traffic flows. · Create one-way paired streets, or couplets. Best Practices for Multimodal Design: The Pedestrian Environment A well-designed pedestrian environment is the foundation for safe, active, and livable commu- nities. In quiet residential neighborhoods and busy shopping districts alike, the pedestrian environment dictates whether or not people will want to be there. The attractiveness of a place for pedestrians does not simply affect the character of a place. It influences the viability of transit as well. We are all pedestrians sometimes, but transit rid- ers are nearly always on foot on at least one end of their trip. If the connection from the transit stop to the destination is safe, comfort- able, direct, and engaging, transit use becomes an attractive alternative to solo driving. And if other errands can be accomplished in the process, the attraction becomes that much stronger. In addition, pedestrian amenities make a criti- cal difference in the safety, comfort, and mobility of those without the option of driving: the elderly, the disabled, children, and lower- income people. In an environment designed for drivers, these segments of the population are perpetually shortchanged. As a component of the street, the pedestrian environment, is the section reserved for peo- ple. It is the interface between land use and the tmvelway, and includes on-street parking, curb and gutter, planting strips, sidewalks and bus stops. The following are recommendations to enhance the safety, comfort, clarity, aesthet- ic appeal, and interest of the pedestrian envi- ronment. FIGURE i1: THE PEDESTRIAN ENVIRONMENT Land Use Sidewalk, On-Street and Street Parking Urban Trees and and Design Planting Strips Tree Wells Pedestriamorlented resident]aJ streets ~ike this one [n Mountofn Vie;.,, creme ~tt;ractive and com~ortabJe spaces ,"or people. Practice 4-11: Create a continuous pedestrian network that connects buildings to each other and to transit facilities All too often, pedestrian infrastn~cture is frag- mented, forcing those on foot and in wheel- chairs into areas designed for automobiles. Sidewalks end. There is no opportunity to cross the street where needed. Buildings sit behind landscaping or parking lots, offering no pedestrian access from the street. An intercon- 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAEI FOR PUBLIC REVIEW CHAPTER -~ FIGURE 12: CONNECTIVITY OPPORTUNITIES WITH INFILL DEVELOPMENT · -4 t... 'l"" I v Plan w, alkoble-scole gnd ~n J~"~ '~! '~-~. Where street conn~'tions Pedestrian/bicycle connection Source: Diagram concept from Portland Metro 2000 Regional Transit Plan nected pedestrian network is essential to a nav- igable walking environment and vital to the safety and comfort to those arriving by transit. Actions: · Provide continuous sidewalks along streets. Sidewalks are as important in single-use areas as in mixed-use districts. Design good con- nections from sidewalks into buildings and sites to encourage walking as a viable option. Discontinuous sidew¢tks discourc~ae wa]kin§ and create uncomfortable condi~'ions for ~ede'"strians. · Provide clear and direct pedestrian connec- tions between buildings, sites, transit sta- tions, parks, and other amenities to ensure safe and comfortable walking. · If transit is to compete with other modes of travel, stops and stations must be well inte- grated into the pedestrian environment. Routes connecting transit stops and nearby destinations should be reflected in station and street design and supported by pedestri- an amenities. Chapter 3's section on building and site design provides specific guidelines on transit accessibility. · Avoid discontinuous streets, loops, and cul- de-sacs that isolate subdivisions from neigh- boring areas and amenities and that limit transit access to peripheral streets. In areas where vehicular connectivity may not be desired, provide opportunities for continuity of pedestrian and bike routes. · Use tactile warning surfaces on curb ramps for the visually impaired. Tactile surfaces have various textures that identify where to cross the street and in which direction to 03,02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND US~ 17 DRAF'~ FOR PUBLIC RE¥1EW ~ CHAPTER cross. Rubberized tactile material is commer- cially available for installation on curb ramps. · Align curb ramps in the direction of cross- walks with one ramp per crosswalk, and either locate ramps in the center of the cross- walk or construct ramp as wide as the approaching sidewalk. Ensure good drainage so water does not pool at bottom of ramp, place storm drain inlets on uphill side of crosswalks. · For channelization and median refuge islands, provide curb ramps or full cut-through open- ings at grade with the street. Practice 4-12: Provide wide sidewalks Where sidewalks are provided, they are very _RGURE 13: SIDEWALK CURB RAMPS AT ~NTERSECTIONS often severely under-designed and exposed to moving traffic. A four-foot sidewalk, seen in many of the corridors in the county, is inade- quate for any foot traffic beyond one pedestri- an, particularly if objects such as light poles and utility boxes are also in the pedestrian travelway. Actions: · Sidewalk widths should be in the range of 6 feet to 20 feet. In residential areas, a 6-foot wide sidewalk is the minimum width. In cor- ridors that pass through downtowns or mixed-use cores, wider sidewalks may be provided and designed as part of the public space and foreground for the buildings. In ACCESSIBLE SIDEWALK CURB RAMP DESIGNS use where in{:g~quo~ ~ building use top landing space exisl~ planting strips TYPE A TYPE B TYPE C Type B ] [~ Type A on curb radius curve combined Source: "Pedestrian Facilities Guidebook" - Washington State Deportment of Transportation , , j 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAH [0R PUBLIC RE¥1EW CHAPTER '~--J' FIGURE 14: SIDEWALK WIDTHS Sidewalk Width in Feet SidewaJk FurlctJofl ~eir~mr rUe~ Pedestrian path clearance from building wall ,'6' Open cardoorclearancefromcurb 1'6'-2'0' ~J""'~ t i J J J J J ~ Pedestrian path clearance from street trees 1'6" Single pedestrian through traffic 1'10"-3'0' ~ I I J J I Bus traffic curbside clearance for street furniture 2'0" ,'""'~[ Street furniture zone 2'0'- YO' Wheelchair movement clear width 2'8'-3'0' Clear distance width between bus bench and curb -~'n" J J Planting strip width for trees ~'v". 4'6" I Clear distance between bus shelter and curb 3'0"-4'6" Two-way pedestrian through traffic ,~'~' - Minimum ADAsidewalkl5'0"widereqoiredevery200') 40 ~ I i' J i ,' ' Practical ADA sidewalk (wheelchair turning circle) 5'0" Bus zone with bench width 50 i "f J Bus zone with bus shelter 7'8" Minimum ADA bus drop off clear zone 8'0 Preference ' ' Minimum commercial areas with high pedestrian vol- umes, sidewalks shou]d be a minimum of 12 feet and as wide as 20 feet. · If it is impossible to provide wide sidewalks continuously along the street frontage, widen sidewalks at their most congested locations, such as bus stops, at building entrances, and resting areas. Use curb extensions or require development to set back building frontages to achieve the appropriate width. · Locate e_meniLies so as not to obstruct move- ment. Typically, the portion of the sidewalk closest to the street should contain light poles, utility boxes, and vegetation, leaving a clear walking zone in front of buildings. Such obstructions, when placed in the middle of four-foot sidewalks, impede movement of people in wheelchairs. Amenities are essential for a good pedestr an env ronment, bu taus be carek, v ~Ioced and ',vel -desiane~ *o ave d cJu~e- and interference. 03.02DRAFT FOR PUBLIC R[VJEW A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 19 CHAPTER Practice 4-13: Provide pedestrian amenities Pedestrians typically walk at a rate of two to three miles per hour. At that speed, details are easily perceived and are required for the quali- ty of the pedestrian experience. When the design of a path or sidewalk does not consider the basic qualities of convenience, safety, and interest, the pedestrian experience breaks down, prompting users to abandon walking in favor of their vehicles. Pedestrian amenities not only provide interest and comfort - they - can be essential for those with limited mobility who must stop and rest periodically. An ameni- ty is not necessarily a superfluous and costly -piece of street furniture or urban design ele- ment that has questionable value. An amenity is a practical, attractive, and even necessary feature that promotes walking and transit use. Actions: · Carefully select and locate street furniture. Street furniture comprises all of the appurte- nances, utilities, and paraphernalia that accu- mulate in the pedestrian environment. It includes seating, street lights, drinking foun- ts. ins, parking meters, fountains, newspaper racks, refuse cans, signs, and many other accessories. Street furniture provide interest and amenities for the pedestrian, serve func- tional utility purposes, and improve visual appearance. If improperly placed, street fur- niture clutters the sidewalk and interferes with travel. · Provide amenities that offer interest, conven- ience, comfort, and safety to the pedestrian. These include: - Trees and landscaping - Lighting - Telephones - Planters that function as seating - Seating and railings to lean on - Signage and information kiosks - Telephone booths and newsracks - Nearby retail and food service - Refuse receptacles - Bicycle parking - Public art - Restrooms - Misting devices at bus stops in - warmer climates - Awnings, canopies, and bus shelters Design and provide streetscape amenities con- sistent with the level of use of the street. Quiet residential streets may require only trees and lighting while multi-modal streets passiz~g through major cores might need benches, tele- phone booths, trash cans, signage, and news racks. · Use alternative paving surfaces and materials to provide a visual cue to drivers entering pedestrian areas and improve the visual appearance of streets and sidewalks. The use of brick, pavers, stamped and colored con- crete, and other materials in unique patterns provides pedestrian friendly qualities of human scale, linkage, complexity, and coher- ence. Certain paving techniques can reduce impervious surfaces and storm runoff. Another material is Portland concrete cement (PCC), one of the most durable materials for sidewalks and specially paved street areas. It can have patterns stamped or scored into the surface and can be colored. Unit pavers provide an attractive alternative to concrete in pedestrian areas, but require careful installation to maintain smooth and level surfaces, and can be difficult to main- tain over long periods. Use root barriers to reduce damage to special pavement from shallow rooted trees. Unique paving materiaJ such cs the tiJe in thi,~ Denver sidewalk is an a,'tractive way to sigr~a] that pedestrians are welcome. 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER I'. 15 J FIGURE 15: PEDESTRIAN BUFFER TECHNIQUES ON-S~E~ PAR~ WffH ON-~E~ P~KING ~US ~A~ED SID~K P~N~ Wl~ SID~ ~ ~EE ~ ~ ~DS, ~UNOS ~D O~ER A~ACHED SID~ FURN~URE ~ A~ACHED SI~ Practice 4-14: Buffer pedestrians from traffic. Good walking environments feature a buffer between pedestrian and vehicle traffic. Buffering is provided by on-street parking, street trees, and planting strips, and is further reinforced with markings that separate the pedestrian way from the travelway. Extra width within the pedestrian environment provides space for traffic signs, underground and above- ground utilities, and street furniture. Actions: · Provide on-street parking to buffer pedestri- ans from traffic. Beyond buffering, on-street parking offers many benefits. It creates an effective traffic buffer and increases pedes- trian activity on the street, is known to slow traffic, and provides space to construct curb extensions at strategic locations such as pedestrim~ crossings, bus stops, outdoor plaza areas and intersection comers. The angle of on-street parking can vary to DRAFT03'02 FOR PUBLIC REVIEI,'I A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 21 CHAPTER increase the number of parking spaces and alter the character of the street. Parallel on-street parking is not appropriate everywhere. Optimal pedestrian visibiliW calls for no parallel parking within 30 feet of cross- walks at intersections on streets with speeds less than 35 mph, within 50 feet for speeds of 35 to 45 mph, and within 100 feet for speeds over 45 mph as well as for mid-block crossings. ParaJleJ ~arkino, street trees, and p anting str ps effectiveJv buffer people fi.om passing traffic. Sidewalk angled travel travel Sidewalk varies parking varies Use curb extensions to channel t~offic flow shift at each intersection, and to provide adequate width for bus stops carefully design curb extensions to accom- modate buses on transit routes, particularly where buses turn If on a bike mute, provide an 18' travel lane adjacent to angled parking Alternate angled and parallel parking on each block. 22 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLrC CHAPTER Provisions are necessary for bicycling as well. Avoid marking bicycle lanes in conjunction with angled parking, rather, provide a striped area, without bike lane markings, six feet in width between angled parking and the travel lane on streets heavily used by bicyclists. * Separate the pedestrian environment from the travelway with planting strips or parkrows. In addition to buffering, land- scaped edges improve the street's visual appearance, provide area for stormwater runoff, keep sidewalks at constant grade level at driveways. Without proper maintenance, however, planting strips can reduce pedestri- an and driver visibility, cause security prob- lems, damage pavement, and become blight- ed, thus discouraging walking. · Plant street trees in the planting strip at 25- 50 foot intervals, depending on species, to form a continuous canopy over the sidewalk at. maturity. Ideal shade trees are deciduous trees of 50 to 70 feet at maturity, with a canopy beginning 15 feet above the ground. Such trees provide much-needed shade in the summer and some rain protection in the win- ter. · On very-low-speed streets such as lanes and driveways, design the sidewalk and travelway at the same grade but visually separate using special materials or paving, or physically sep- arate with bollards. Practice 4-15: Provide pedestrian-scaled street lighting Street lighting improves the safety, security, and comfort of pedestrians and bicyclists by increasing their visibility and illuminating the pedestrian environment and street edge at night. Pedestrian-scaled lighting, using inter- esting, decorative, or historic light fixtures, also improves the visual appearance of a street. Pedestrian-scaled lighting is distinct from, and in addition to, overhead safety light- ing, which illuminates the travelway for safer auto, pedestrian, and bicycle travel. Pedestrian-scaled lighting is costly to install. Prioritize the installation of lighting in key pedestrian-oriented areas. Develop a street lighting master plan to identify high priority streets, and include a phased implementation plan. Mature trees J:orm an o,*tractive canopy over the street as weJJ as bu,~er pedestrians ~om tro~Jc. · On wide streets, plant trees in raised medians to provide a more expansive canopy. · In constrained right-of-way, use tree planters in the parking lane, either through construc- tion of curb extensions or with stand-alone tree planters separated from the curb to allow drainage. * Provide barrier-type curb and gutter. In con- trast to roll~type curbs or no curb at all, barri- er-type curbs discourage vehicles from park- ing on sidewalks. Pedestrian~scale iighting adds detali and interest to the street environment ,for the passing pedes;rian. 03.02 A MANUAL OF BEST PRACTIC£5 FOR INTEGRATING TRANSPORTATION AND LAND USE DRAH FOR PUBLIC REL'i~'I CHAPTER Adions: · Provide a level of lighting between 0.5 and 2.0 footcandles for pedestrian facilities. A foot~ candle is a unit of illumination, measured at the distance of one foot from the source of light. · Use pedestrian-scaled lighting in combination with overhead safety lighting at crosswalks to better illuminate pedestrians. Some overhead lighting configurations only illuminate the crosswalk and the heads of pedestrians, so illumination from the side increases pedestri- an visibility. · Use light, fixtures that are 8-12 feet in height, with lighting elements that provide a full- spectrum of light so that colors are realistic at night. Practice 4-16: Provide secure bicycle parking Secure bicycle parking is one of the most critio cai factors in encouraging bicycle travel, and even transit use. Bicycle parking, in the form of racks, is usually placed in the pedestrian envi- ronment in front of buildings, and at bus stops on the sidewalk. If poorly located, bicycle park- hug interferes with pedestrians, clutters the sidewalk, or is simply not used. Bicyclists will, instead, use any alternative structure such as parking meters, railings, and street trees. Sidewalk design needs to consider bicycle parking as one of its design elements and pro- vide appropriate width in strategic locations. Secure bicycle ~orklna is essentic:i to b~cvcJists, and should be located in highl'y visible, weJl4it areas near building e~ances. Adions: · Provide bicycle parking in highly visible, con° venient locations near building entrances and bus stops, adequately lit, well signed, and possibly sheltered. Shelters should be con- sidered where long-term bicycle parking is expected. · Separate bicycle parking from vehicle access areas to reduce the ability of vehicles to be used in theft. Avoid hidden areas, dark loca- tions, or garage recesses. Provide bicycle lockers in areas where theft may become a problem. · Provide several smaller bicycle racks than one large group of racks, as long as the racks are located convenient to bicyclist destina- tions. · Consider the use of "bicycle stations" at loca- tions where high volumes of bicyclists are anticipated, such as office complexes, transit centers, shopping centers, etc. Bicycle sta- tions are publicly or privately operated facili- ties that offer an array of services including valet bike parking, repairs, part. s, huforma- tion, and possibly food service or sundry items for sales. · Require adequate bicycle parking as part of the development review process for all types of land uses except single-family. Particular emphasis should be placed on recreational destinations, schools and universities, employment centers, commercial districts, and shopping centers. · Thoughtfully include bicycle parking require- ments into city ordinances, ensuring the appropriate number of spaces for the type of land use. · Locate bicycle parking in conjunction with traffic calming devices. Curb extensions are good locations for bicycle parking, as long as the facilities do not interfere with pedestri- ans. Practice 4-1 7: Provide high-amenily, accessible, and functional transit stops High amenity and functional transit stops are critical components of multimodal streets. They provides a safe, secure, convenient, and comfortable location to access transit, which in turn, encourages transit use. In fact, the level of transit use is highly dependent on the acces- sibility of transit stops. Accessibility is achieved through continuous and properly designed sidewalks, and direct connections between development and the transit stop. Amenities, such as those described above, pro- 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 ~RflFT FOR PUBU( RE¥1EI# CHAPTER vide the safety, security, and comfort necessary to attract transit riders. Functionality is achieved through well planned stop locations, frequent and reliable service, adequate space for the number of people waiting, and the basic amenities such as seating, places to lean, and shelters. This transit stop fn Mountain View presents a comfortable, safe, and attractive space ~at encourages transit and pedestrian travel. Actions: · Provide appropriate sidewalk width in the waiting area · Consider transit stops that allow buses to stop in travel lane for passenger boarding and alighting · At intersections, locate bus stops where they serve the highest demand and reduce con- flicts between pedestrians and vehicles · Cluster together passenger amenities, but avoid clutter and interference. Practice 4-18: Design public places into the pedestrian environment Since the pedestrian environment is where people interact on the street, street design should include public places for this interaction to occur. Public spaces, which range from large plazas to small niches or pockets, provides a gathering or resting space that does not inter- fere with pedestrian travel. Public places in the pedestrian environment improves the street's visual appearance, invite people to spend time on the street, and provides resting locations for longer pedestrian trips. Publicly oriented street amenities such os benches, ~ees, and retail kiosks turn the street into c public realm .."or people, Best Practices for Multimodal Design: Intersections Intersections are the point where directions of travel cross paths, where all modes of travel share the same space often at the same time. Street design standards and level of service requirements have historically favored the automobile in intersection design. Pedestrian, bicycle and transit facilities are incorporated, but too frequently, only to minimum require- ments. Further, California environmental laws (CEQA) perpetuate auto-oriented intersection design through significant impact criteria that ignores other modes of travel. Expansive inter- sections that are efficient for moving autos are perceived as barriers by pedestrians, and often avoided. Truly multimodal intersections strive to bal~ once all modes of travel, and in some cases, emphasize pedestrian and transit modes over the automobile. However, it is important to balance the needs of pedestrians and transit operations at intersections. Some pedestrian~ oriented design elements and traffic calming strategies can adversely affect transit opera- tions. For example, reducing crossing distance through smaller curb radii or bulbouts can make it difficult for buses to make turns. Traffic calming devices such as speed humps, raised crosswalks, and traffic circles and roundabouts are effective in reducing speed, but can make it difficult for transit to negoti- ate. Designers need to consider transit, and emer- gency vehicle needs, in the early stages of street and intersection design, and make trade-offs when necessary. Figure 17 below 0322 A MANUAL OF BEST PRACTIC£$ FOR INTEGRATING TRANSPORTATION AND LAND USE 25 DRAFT FOR PUBLIC RE¥1E¥t CHAPTER shows an intersection design that might result from such trade-offs; the design provides places for buses, bikes, pedestrians, and autos so that the intersection can be successfully shared by each mode. The practices that follow The design of intersections dramatically affects the comfort level for crossing pedestrians. in this section are intended as tools that help make these difficult trade-offs. Practice 4-19: Consider modern roundabouts A modem roundabout is a circular intersection that features a raised island in the middle around which traffic flows uni-directionally. incoming vehicles are slowed and deflected to the right by a median 'splitter' island, and yield at entry to vehicles already in the roundabout. Used extensively worldwide, roundabouts have recently been introduced to the United States as an alternative type of intersection control that, applied at appropriate locations, has a number of benefits. FIGURE 17: MULTIMODAL COMMERCIAL STREET INTERSECTIONS LIMITeD/EXPRESS BUSES bus only L) I I I j 1 ~ I I I ' J ~~ Right ~rn only I ~ through bu~s ok 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC R~¥1EW CHAPTER For vehicles, they can provide more capacity and smaller delays than stop-controlled inter- sections, and equal capacity for some forms of signalized intersections. Drivers may experi- ence less frustration, since they generally do not need t.o stop completely. From a cost per- spective, roundabouts use less right-of-way than intersections with multi-lane approach- es--most roundabouts operate very effectively with single-lane approaches--and do not require expensive signal equipment. For pedestrians and neighborhoods, round- abouts can be attractive additions to public space, creating recognizable gateways when the center island is landscaped or corttains a monument. Because they allow traffic to keep moving, constant streams of traffic may obstruct pedestrian crossing flows when those volumes are high. But because vehicles are moving through roundabouts at slow speeds, pedestrians can feel safer. And since vehicles do not generally need to stop completely, they may be less likely to speed in mid-blocks to 'make up' for time spent stopped at intersec- tions. Roundabouts like this one ore now being considered as alternatives to conventional intersections ~nat improve traffic operations, are cheaper to maintain, and are more visually appealing. With respect to safety, roundabout design differs from conventional intersection design in that it reduces the number of conflicting move- ments and introduces deflection in traffic paths. This design can slow traffic speeds and decrease the speed differentials of entering vehicles, which in turn can reduce both the number and severity of accidents. In 2000, the Federal Highway Administration published Roundabouts: An Informational Guide (Publication No. FHWA-RD-00-067) to address many aspects of roundabout design and opera- tions. European accident studies show a sub~ stantially lower accident rate for pedestrians and a slightly lower rate for bicyclists in round- abouts when compared to signalized intersec- tions. Accident studies in the United States also point to better safety, including a reduc- tion of 3796 for all types of accidents, and of 57% for injury accidents. In the past decade, roundabouts, virtually unknown and viewed as untested in the United States, were not constructed with great fre- quency. But successful installations across the country are now building a positive US experi- ence, showing the modem roundabout's poten- tial as a viable form of traffic control. While not appropriate everywhere, roundabouts installed in strategic locations can be solid elements of a multimodal street system. Practice 4-20: Make pedestrians highly visible to motorists Pedestrians can legally cross a street at any intersection whether a marked crosswalk exists or not, but there has been substantial debate in the traffic engineering field as to whether crosswalks should be marked. Some argue that marked crosswalks provide a false sense of security and that more pedestrians are injured or killed in marked crosswalks. However, there is agreement that distinctly marked crossings in pedestrian and transit.- oriented areas are desirable because they channel pedestrians to the safest crossings and provide visual cues to drivers of pedestri- an activity. The following reconuuendations focus on increasing the visibility of pedestrians and pedestrian crossings to drivers. Pedestrian visibility is especially critical at night, necessi~ taring attention to intersection lighting. Actions: · Mark crosswalks on all approaches of signal- ized intersections. If special circumstances make it unsafe to do so, attempt to mitigate the circumstance. · Stripe crosswalks at all intersections near schools. · Use high-visibility markings for crosswalks, such as ladder style crosswalks. Consider special paving treatment such as brick, col- 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 27 DRAFT FOR PUBLIC REVIEW CHAPTER ored concrete, and cobblestone to enhance the visibility of crosswalks, improve aesthet- ics, and as a visual and tactile cue to drivers that there is pedestrian activity. · Provide enough illumination to light all four comers o£ intersections. Use traffic safety lighting to illuminate pedestrians to drivers. Pedestrian-scaled lighting may be used in conjunction with traffic safety lighting to illu- mJnat, e the comer. See design guidelines under the travelway section. Practice 4-21: Provide for good sight distance for motorists and pedestrians Pedestrians and motorists can make the best decisions when they can clearly see each other. To see each other, motorists and pedestrians require different sight distances, as the height of obstructions vary between those sitting in vehicles and those standing on the sidewalk. Recommendations here focus on making sure motorists and pedestrians can see each other. Aclions: Ensure plantings at intersections maintain appropriate sight distance triangles at maturi- ty: 15 feet on far side and 30 feet on near side. [Insert diagram of intersection sight distance triangle and parking restrictions] · To maintain proper sight lines, keep shrubs trimmed to 2 feet high and tree canopies trimmed to 6-7 feet above the street. · Avoid evergreens or other trees with high lev- els of screening near comers. · Avoid trees in median noses adjacent to turn lanes; instead, provide low shrubs and color edges in median noses that are at least 3 feet in width. · Assess the sight distance triangle, and remove or relocate all visibility barriers creat- ed by poles, utilities, hanging banners, over- grown vegetation, and street furniture. · Restrict parallel parking within 30 feet of crosswalks at intersections on streets with speeds less than 35 mph, 50 feet at 35 to 45 mph, and 100 feet on streets with speeds over 45 mph. · On streets with multiple lanes in each direc- tion, provide a limit line 4-5 feet in advance of crosswalks to reduce encroachment of vehicles and to increase visibility of crossing pedestrians. · Consider reductions in speed limits ff mini- mum stopping sight distance, based on the design speed of the street and the stopping distance required under worst-case condi- tions, is not met. · Use curb extensions to increase the visibility of pedestrians waiting to cross the street. Practice 4-22: Give pedestrians time to cross the street Pedestrians need time to cross the street, and therefore need a pedestrian phase in the signal cycle of a signalized intersection. Actions: · install easy-to-reach activation buttons near where pedestrians wait to cross. Many inter- section locate activation buttons so distant from the crosswalk that pedestrians become confused. Install separate poles with activa- tion buttons in cases where signal poles are set back from the crosswalk. Install pedestri- an activation buttons on raised median noses, particularly at wide intersections. · In areas with high pedestrian activity, pro- vide a walk phase every cycle. Provide activa- tion buttons and pedestrian signal heads on median refuges at. signalized intersections. · Set pedestrian crossing times for walking speeds appropriate for the type of pedestrian using the intersection. Accepted timings for children and the elderly are 3.5 feet per sec- ond, and 4.0 feet per second for others. 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER Practice 4-23: Provide easy-to-understand signal indicators for pedestrians Crossing the street at signalized intersections can be one of the most confusing aspects of the pedestrian experience. Even with modern traf- fic signal design, many people do not under- stand what the pedestrian indications mean. The flashing "Don't Walk" indication appearing seconds after the "Walk" indication is frustrat- ing and even frightening for those pedestrians who are not traffic engineers. Because of this lack of understanding, many pedestrians vio- late the signal indications. In addition to new instruction displays mounted at activation but- tons that better explain pedestrian indications, there are several signal innovations that improve pedestrian comfort, and that of people with disabilities. Actions: * Provide pedestrian signai heads at signalized intersections. Install pedestrian signal heads on raised medians when intersections are so wide as to reduce the visibility of the far side indication. · Install audible "Walk" indicators for the visu- ally impaired. · Consider countdown pedestrian signals to improve pedestrian comfort. Countdown pedestrian signals, indicating how many sec- onds remain to cross the street, are particu- larly valuable to the young and the elderly. · Use talking sign technologies at strategically placed location to assist the visually impaired in way-finding, particularly at transit stops. Work with local disabled groups to identify the optimal system for talking signs. Practice 4-24: Minimize crossing distances The crossing distance of an intersection repre- sents the distance, and therefore, the time, within which pedestrians are exposed to oncoming traffic. Factors that affect crossing distance include the number of approach lanes to an intersection, the width of those lanes, and the radius of the intersection curb returns. A large-radius curb return geometrically trans- lates into longer crossing distance than a small-radius curb return, and also allows vehi- cles to make the turn at. higher speed. Keeping crossing distances to a mirdmum reduces exposure to traffic and slows down turning vehicles, thus improving pedestrian safety and comfort.. Understandably, the deci- sion on curb retum radius needs to be very considered, as it affects large vehicles such as trucks and transit buses as well as pedestrians and cars. Large vehicles need larger curb radii to make their tums. Where curb radius is too tight, for instance, transit buses cannot make tums. In places where walking and transit are both high priorities, a trade-off might preserve the street environment for walking as well as for transit operations, or determine that transit will not be routed to turn at a particularly tight intersection. New pedestrian signal heads display ~e number of seconds remaining to cross the street, allowing pedestrians to make informed decisions. 03.02 A MANUAL OF BE5T PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PDBLIC CHAPTER FIGURE 18: EFFECT OF CURB RETURN RADIUS ON PEDESTRIAN CROSSING DISTANCE CURB RETURN INCREASE IN RADIUS CROSSING - 2 ~ _ _ ,, Inadequate for J 30' 27' return radius · for turning j buses is 25 feet. ~ 50' 57' Source: ,~$H'I'O, A Policy on Geometric Design of Highways and Streets, 1990, page 7] 4 , ,,, ,.. ; ,,, 10' 3' 20' 14' 30' 27' 40' 42' 50' 57' _' FIGURE 19: MINIMIZE CROSSING DISTANCES Consider using the following curb radii for intersections in various areas Conditions Target Radius Maximum Radius Typical urban intersection 10 Feet 25 Feet High truck or bus turns Less than 40 feet if "effective" radius, ,40 Feet accounting for bicycle Janes and parking, accommodates large vehicles 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBHC RE~flE~N CHAPTER FIGURE 20 TYPICAL CURB EXTENSION5 AT INTERSECTIONS Ensure curb extensions provide adequate width Minimum 25' radius for bike lane~ I · I ~ on transit routes I Extend curl to width ~ ~1, Bike of I:~rking bays (7-8') ~ Typical 10' radius Extend curbs over lenglh of bus stop Bus Stop Bu~e, Only k,,._ ..... = -" . . , ,: : ". Actions: · Consider using the following curb radii for intersections in various areas: · Use curb extensions to shorten pedestrian crossing distance. · Eliminate large-radius, channelized right-tm islands--pork chops--which significantly increase speeds of turning vehicles. Alternatively, design right-turn islands with a lower approach angle to slow right-turning vehicles and increase pedestrian visibility. · At intersections with crossing distances exceeding 60 feet, provide a pedestrian refuge island at least six feet in width. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT fOR PUJ~LIC REVIEW CHAPTER ~j~ JFIGURE 21: HIGH-SPEED vs LOW-SPEED RIGHT TURN LANE DESIGN ~ 14to 18 mph net ~ ~ good visibility AASHTO Guidelines RECOMMENDED Source: Handbook I~or WaJkoble Communities, Dan Burden and Michael Wollwork Practice4-25: Minimize vehicle, pedestrian, and bicycle conflicts Since intersections are the junctions of many modes of travel, potential conflicts between modes cannot be avoided. However, conflicts can be minimized through attention to the design and operation of intersections. Most important is the provision of adequate sight distance so that driver, bicyclists, and pedestri- ans can see each other and anticipate their movements (see Provide for good sight dis- mace above). Traffic signal phasing is another common cause of conflicts. In an attempt to efficiently move traffic and reduce automobile delay, some phasing schemes increase potential conflicts between pedestrians and vehicles. Actions: · Avoid locating crosswalks on the right side of unsignalized "tee" intersections, where pedestrians cross in front, of left tums from the major street. This minimizes pedestrian conflicts with turning vehicles. · Restrict right tums on red at. intersections with high pedestrian volumes crossing against right-turning vehicles. Drivers waiting to turn right are looking left for gaps in traffic and fail to see pedestrians to their right. Additionally, drivers will advance into the crosswalk to view traffic, blocking the pedestrian path. · In high-pedestrian areas, avoid single-phase signalized intersections where vehicles can turn against crossing pedestrians. Drivers waiting to turn while yielding to oncoming traffic are concentrating on gaps in the opposing traffic stream and often fail to see crossing pedestrians. Use protected left-turn phasing instead. · Use the all-pedestrian, or "scramble", phase at high-pedestrian volume intersections. · Use street lighting, pedestrian signals, or flashers imbedded in the pavement at uncon- trolled crossings with "multiple-threat" con- flicts. Multiple-threat conflicts occur on multi-lane streets when a vehicle stops for a crossing pedestrian and a second vehicle strikes the pedestrian while passing the stopped vehicle. Some ogencies ore experimenting w~t~ ~ew technologies ~o t~,e street at crosswalks. 2 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM Q3.02 DRAFT fOR PUBLE ~.%II[W CHAPTER Practice 4-26: Provide connections to adjacent land use In areas where the buildings are not built up to the comer, provide pedestrian connections from the street comer to adjacent land uses to minimize walking distances. Comers can be used as highly visible entries to development projects even if buildings are set back from the street. FIGURE 22: CONNECTING INTERSECTIONS TO ADJACENT LAND USES To Building Entrance - =_ = Bu~ .. ', Building 4 t" J Development A B C D For buildings oriented to For buildings set back For campus-style office For buildings oriented street, but separated with from street with fronting and housing develop- to street corner with small parking lots and parking lots, provide ment set far back fram parking in rear, design landscaping, provided dearly delineated walk- street and separated building entrance on clearly delineated ways through parking From street with wide corner and create an pa~ways/crossings lot from sidewalk to landscape setbacks, entrance plaza utiliz- between sidewalk and front of building. Walk- provide paths connect- lng sidewalk area at building entrance, ways should be parallel lng sidewalk to build- corner. to parking aisles, lng entrances. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 33 DRAFT FOR ?UB~IC REVIEW CHAPTER ~tJ~""Jj Practice 4-27: Include design treatments that allow bikes to comfortably cross intersections Safe and comfortable bicycle travel through an intersectAon requires specific design treat- ments. · Extend bicycle lanes up to intersections limit lines or crosswalks. Conventional traffic engi- neering practice transitions the bicyclist from bike lanes to vehicle lanes when approaching intersections, ending the bike lane some dis- tance in advance of the intersection and starting the bike lane again after crossing the intersection. This arrangement, however, makes many bicyclists uncomfortable. Extending the bicycle lane stripe preserves bicyclists' space as they move through the intersection. · At intersections with exclusive right-turn lanes, transition the bicycle lane to the leR of the right turn lane and carry the bicycle lane to the limit line or crosswalk. · On designated bike routes, avoid intersection designs with dual right-tm lanes, particular- ly with one of the lanes being a shared through-right lane. These lane conligurations are dangerous for the bicyclist. · Install bicycle loop detectors at signalized intersections, and provide pavement mark- ings identifying detector locations. Alternatively, provide pedestrian activation buttons accessible from the bike lane. Provide bicycle clearance intervals at signal- ized intersections to accomn~odate a 10 mile- per-hour crossing. This exclusive bike lane includes a sigr~a! actuator, giving bicyclists bath a cam, fortebJe ie~-turn ione os well as a way to get a green light. MODEL STREET TYPES The need for streets to accommodate other modes of travel and fulfill livability goals is often ignored when their design is based solely on the traditional functional classification. The design of a street, its intersections, sidewalks, and transit stops must reflect the adjacent land uses, since the type and intensity of the adjacent land use directly influences the level of pedestrian, bicycle, vehicle, and transit use. The model street types presented here are intended to augment existing functional classi- fications by including consideration of their adjacent land uses. The five model street types are: the mixed- · use street, the commercial street, the resi- dential street, the wain street, and the research]business park street. While the street functional classifications broadly defines its design and operational characteristics as they relate primarily to the movement of motor vehicles, the model street types define streets by relating them to the adjacent land use and its function for pedestrians, bicyclists, and transit. The model street types are intend- ed to spur planning for transportation and land use as one system. The purpose of the model street types intro- duced here is to provide general guidance and design priorities for different street situations. Each model street type emphasizes different functions, ranging from those that balance all modes, to those that. emphasize vehicle travel, to those that emphasize pedestrian travel, those that. emphasize neighborhoods, to those that emphasize industrial land use needs. The emphasis is achieved by prioritizing the design elements described in the previous sections of this chapter with consideration of both adja- cent land use and the street's transport func- tion. Each street type is shown with specific defin- ing multimodal design features. These features are given either higher or lower priority to impart a sense of the most important features for the street type. Where sufficient right of way exists, all elements may be accommodat- ed. Within constrained rights-of-way, trade-offs may be required; in these cases, the higher-pti- ority elements are meant to take precedence 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT fOR ?LIBLIC REVIEW CHAPTER FIGURE 23: MIXED USE STREET Se~ck Sidewalk Plant Prkng. Bike Travel Tr~el Bike Prkng. ~ant Sidewalk Se~ck ~es s~ip lane lane s~ip varies · ~ wells over the lower-priority ones. Specific traffic management features are also suggested for each street type as ways to control vehicle speeds and movement. Because every street is unique, there is no par* ticular formula for balanced multimodal travel. Many features and design elements are avail- able to help achieve a well-balanced street, but not every feature works on every street. Collectively, the design elements presented in Best Practices offer the street designer a range of tools for building functional and livable streets. support these functions over vehicle capacity. Design elements which slow vehicles and encourage bicycling, walking, and transit ridership can be employed to accomplish this support. The Mixed-Use Street Mixed-use streets are located in high-intensity, mixed-use commercial, retail, and residential areas. The high density and close proximity of land uses produce substantial transit, pedestrio an, and bicycle travel, as well as render the street a gathering place for people and commu- nity activity. Therefore, the priority here is to Adjacent, varied land uses ~cme this mixed-use street in W~inut Creek. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 35 gRAFT E0R PUBLIC REVIEW CHAPTER Design Priorities For Mixed-Use Sheets Higher-Priority Elements · Wide sidewalks · High-amenity transit facilities · Bicycle lanes · Street trees in wells or planting strips · On-street parking · Streetscape features and amenities · Multimodal design of intersections · Transit priority operations bo~r-Priority EI.rn~nts · Number of travel lanes · Width of travel lanes · Design for large vehicles · Medians · Access management · Mid-block crosswalks Traffic Management Features · Medians · On-street parking · Street trees · Narrower travel lanes · Traffic circles and roundabouts · Curb extensions · Alternative paving material The Commercial Street Commercial streets serve corridors with large amounts of adjacent commercial land uses, but often include residential and office uses as well. To best serve these land uses, coramer- cia] streets should emphasize convenient vehicular traffic movement and access to adja- cent land properties. But these corridors are also places of high community activity. Therefore, commercial streets also need to accommodate safe, comfortable, convenient, and attractive travel for pedestrians, transit, and bicyclists. The idea with this street type is to utilize design treatments to improve the bal- ance among the various travel modes. Design Priorities For Commercial Streets Higher-Priority Elements · Number of travel lanes · Width of travel lanes FIGURE 24: COMMERCIAL STREET WITH ACCESS MANAGEMENT Without Parking ' ll 1 I '1 1 I 1 Side- Plont Porking/ Bos Trovel Trovel Medion Trovel Trovel Bos Porking/ Plont Side- wolk strip Bike only t~rn lone only Bike strip wolk ,.. 136- 140' R/W 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DR,~T FOR PUBLIC REVI?# CHAPTER [ '~ FIGURE 25: COMMERCIAL STREET WITHOUT ACCESS MANAGEMENT Without Parking L L6'L6-8'Ls'L ~1' L~i' L~' Lr~.14, LIT' L 11, L 11' Ls'L6,8'L6'L L 1 I I I I 1 1 1 ~ I ~ 1 I 1 I l Setback Side. Pit. Bike Travel Travel Travel Turn Travel Travel Travel Bike Pit. Side- Setback varies walk strip strip walk varies 52' I.,, 52' ( 1.12.-.1 ! 8~ . R/~. (6 Lanes) . . Commercial streets feature intensive land uses, and emphasize veh~cuiar movement and access to adjacent properties. · Access management · Street trees in wells or planting strips · Medians with pedestrian refuges · High-amenity transit facilities · Design for large vehicles · Transit priority operations Lower-Pr~orily Elements · Bicycle lanes · Urban design features · On-street parking · Multimodal design of intersections Traffic Management Features · Medians · On-street parking · Buffers between vehicles and pedestrians Variation of the Commercial Street:. Double-Median Boulevard The Double-Median or 'Parisian' Boulevard, an alternative design for a commercial street, is regaining popularity in the United States as a pedestrian-friendly, but high-capacity street. Double-Median Boulevards are essentially arterials augmented with local frontage roads on either side that are designed to promote a pedestrian-friendly atmosphere with on-street parking, curb extensions and attractive land- scaping. The main arterial portion is designed as a relatively high-capacity road, while the local frontage roads provide land access. Double-Median Boulevards typically have a four- to sixqane main thoroughfare and a one- lane, one-way frontage road on each side, sep- arated by landscaped medians. Access to the adjacent land properties is provided by the frontage road, which then provides access to the main thoroughfare at limited locations, increasing the capacity of the thoroughfare. Because of the additional approach legs, inter- sections with cross-streets can be complicated to operate efficiently. An alternative design has the local frontage roads accessing the thor- oughfare prior to intersections, allowing oz~ly right turns in and out. In this design, intersec- tions can be a standard four-leg design. 03.02 A MANUAL OF BEST P~,ACTICES FOR iNTEGRATING TRANSPORTATION AND LAND USE 37 O~AFT ~OR PUBLIC REVIEW CHAPTER FIGURE 26: DOUBLE MEDIAN BOULEVARD _ ,:....-.,.:.: 4' i.... .... :,, Ii .... " i,?';:..'?il. I ~'..':.:-',~ .. ?.-- '.: i: '.::i.'~- r- Side- Plant Parking Travel/ Median Travel Travel Median Travel/ Parking Plant Side- walk sh'ip bik, bike strip wolk 112 ' R/W < Design Priorities for Double-Median Boulevards Higher-Pdori~y Elements- Thoroughfare * High amenity transit facilities · Transit priority operations · Street trees in planting strips · Streetscape features and amenities · Design for large vehicles · Width of travel lanes · Multimodal design of intersections · Access management Lower-Priori~/ Elements- Thoroughfare · Bicycle lanes · Center medians · Mid-block crossings Traffic Management Features · Street trees · Curb extensions · Alternative paving material at crossings Higher-Priority Elements - Local Frontage Street · Street trees in tree wells and planting strips · On-street parking · Streetscape features and amenities · Wide sidewalks · Multimode] design of intersections Lower Priorily Elements - Local Frontage Street · Number of travel lanes · Bicycle lanes · Transit priority operations · Medians · Access management · Mid-block crossings Traffic Management Features · On-street parking · Narrow travel lanes · Street, trees · Curb extensions · Alternative paving material · Buffers between pedestrians and vehicles · Small curb return radii at intersections · High-visibility crosswalks 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOE PUBliC CHAPTER Residential Street Residential streets serve primarily residential areas. Two types of functional classifications serve as residential streets: arterials, which bal- ance multi-modal mobility with land access; and collectors, which emphasize walking, bicy- cling, neighborhood llvability, and land access over mobility. In both cases, residential streets tend to be more pedestrian-oriented than com- mercial streets, giving a higher priority to land- scaped medians, planting strips, sidewalks, on-street Parking, and bicycle lanes than to the number of lanes. The Double-Median Boulevard, shown earlier as an alternative Commercial Street design, can also be employed for Residential Streets as well, because of the substantial buffering that the frontage roads can offer to street-fronting housing. FIGURE 27: MINOR RESIDENTIAL STREET Minor collectors, Local street Setback Side- Plant Parking Travel Travel Parking Plant Side- Setback varies walk strip strip walk varies < I< 57-66' R/w ~l ~ FIGURE 28: MAJOR RESIDENTIAL STREET Arterials, Major Collectors, Neighborhood Entries Seiback Side- Pit. strip/ Parking/ Travel Median Travel Parking/ PJt. s~ip/ Sid~ ~ck varies walk bus s~p bike ~rn lane bike bus s~ wolk varies l< . ~8'96', R~ .... : ~,~T ' : ~ . _ . : : ' 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 39 DRAFT fOR PUBLIC RE¥1E?t CHAPTER Residential streets give high ~riori~y to sidewalks, landscaping, and an-street parking to serv~ lace( residents. Design Priorities For Residential Streets Higher-Priority Elements · Detached sidewalks · Street trees in planting strips · On-street parking · High-amenity transit facilities · Bike lanes on designated bicycle routes · Multknodal design of intersections Lower-Priori(y Elements · Number of travel lanes · Width of travel lanes · Access management · Medians · Design for large vehicles · Streetscape features and amenities Traffic Management Features On Residenlfal Arterials: · Medians · On-street parking · Street trees · Narrow travel lanes · Curb extensions On Residential Collectors: · Diverters · Slow points · Traffic circles and roundabouts · Chicanes · Speed humps · Raised crosswalks Main Slreet Main streets serve the highestqntensity retail and mixed land uses in cores and corridors, including downtown areas, regional and neigh- borhood centers. These places have high amounts of activity and are prominent gather- hug places of the community. Buildings are typ- ically oriented to the street with parking lots located behind buildings. Such areas have very high levels of pedestrian activity, and because they are major destinations, also experience high volumes of vehicles and transit. Like mixed-use streets, main streets empha- size walking, bicycling, and transit within an attractive landscaped and high-amenity public space, while accoramodating high traffic vol- umes at low speeds. Main streets can be designed with multiple travel lanes, but typi- cally feature two, because the focus here is on creating a lively pedestrian space. Main streets like Santa Cruz Avenue in Los Gems ere designed for high amounts of retail activity and to be prominent gathering pieces For the communiW. Design Priorities For Main Streets Higher-Priority Elements · Wide sidewalks with pubhc spaces · Curb extensions mid-block and at intersec- tions, with tree well option · Street trees in wells or planth~g strips · On-street parking, especially in retail areas, with angled option · Urban design features such as seating and 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRA[T ~0R PUBLIC RE¥1~W C I~I'A PT E R ~ FIGURE 29: MAIN STREET I Tree wells in I _e~lli,,.$ 'L,.~ curb e~nsions r Si~walk Plant Parking Tr~el Tr~el Parki~ Plant Sid~al~ 60-85' R~ other street furniture · High amenity transit facilities · Multimodal intersection design · Mid-block crosswalks (combined with other traffic calming features) Lower-P~rity Elements · Number of travel lanes · Width of travel lanes · Medians · Access management · Design for large vehicles · Bike lanes Traffic Management Features · Narrow travel lanes · Curb extensions · Alternative paving material · Buffers between pedestrians and vehicles · On-street parking · Small curb return radii at intersections · Raised intersections · High-visibility crosswalks R&D/Office Park Street Research/Business Park streets serve Santa Clara County's suburban commercial/industrial areas. These planned development areas pri- marily contain office buildings, light manufac- turing, and high-technology research and development facilities, although some employ- ee-serving retail may be present. Urban design is landscapedntensive and campus-style. Pedestrian and vehicle activity can be low to moderate, but can have strong peaks during commute and lunch times. The goal of Research/Business Park streets is to provide comfort, and safety for pedestrians, bicyclists, and transit users even though 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 41 DRAFT FOR ?USLJC REVIEW CHAPTER amenities and activity levels are not high. Vehicle movement is important, but speeds need not be high. Design elements to capture these priorities include: sidewalks of minimal width, detached from the street with a wide planting strip; on- street parking to augment parking supply, allowing reductions in off-street parking sup- ply; and enough travelway width to accommodate bike lanes or wide shoulders. Design Priorities for R&D/Office Park Streets Higher-Priority Elements · High amenity transit facilities · Street trees in wide planting strips · On-street parking · Streetscape features and amenities · Design for large vehicles · Width of travel lanes lower-Priority Elements · Number of travel lanes · Bicycle lanes · Multimodal design of intersections · Transit priority operations · Medians · Access management · Mid-block crossings Traffic Management Features · On-street parking · Street trees · Curb extensions · Alternative paving material · Medians Subcategory: Industrial Street A subcategory of the Research/Business Park street is the Industrial Street. Industrial streets serve the county's low-density industrial areas. These areas experience frequent use by large vehicles such as trucks with trailers and other FIGURE 30: R&D/OFFICE PARK STREET 2o' (w/o Selback Plant Side- Travel Travel Side,- Plant Selback varies strip walk walk strip varies < J<C 60-68' R/W >[ , ' > ,j 2VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DR/fiT FOR PUBLIC CHAPTER delivery vehicles. Because these areas are low-density and often single-use, bicycles and pedestrians are relatively infrequent. Industrial Streets are typically two to four lanes, with wider lanes to accommodate large vehicles. Attached sidewalks are provided, nar- rower than in commercial and retail areas to save right-of-way, with planting strips provided outside of sidewalks to allow larger vehicles and trailers to park on the street without dam- aging tree canopies. · Bicycle lanes · On~street parking · Number of lanes · High amenity transit facilities · Street trees Traffic Management Features · None Design Priorities For Industrial Streets Higher Priority ~"[ements · Lane width · Sidewalks (attached) · Planting strips outside of sidewalk · Design for large vehicles Lower Priorily Elements · Medians · Access management Research/Business Pork streets provide access to office parks with a campus-like, high]y landscaped env{ronment. JFIGURE 31: VARIATION OF R&D/OFFICE PARK STREET: INDUSTRIAL STREET i t'. ' :"°' ";: '-'t, , .... L o't 12' [ o' L ~,' [ Il, Lo' L ,2' L6'L L I ~ I 1 1 1 '~ '~ I 1 Selbock Side- Plont Parking Travel Tr~el Parking Plant Side- SelSock varies walk strip strip walk varies j< 79' R/W 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUBLIC CHAPTER MODEL PLACES ABOUT THIS CHAPTER The Best Practices for urban design and streets presented in the previous chapters set a direction for building better urban communi- ties. The intention is that member agencies will use them to form more compact, walkable, last- ing, transit-friendly places. It is also intended that member agencies will add detail and adapt them for application in their own communities. This chapter includes two distinct sections to show how it can be done: Model Places and Visualizing Best Practices. The first section illustrates how specific public and private improvements to typical places throughout the county can transform them from their existing conditions to more multimodal, and ultimately, more livable places. The second section builds on the notion that sometimes a picture is indeed worth a thousand words. To help illus- trate what implementing Best Practices can look like on the ground in Santa Clara County, the Visualizing Best Practices section of this chapter depicts how the look and feel of places can improve as Best Practices are implement- ed over time. MODEL PLACES The Best Practices identified in Chapters 3 and 4 cover a wide range of urban and street design topics, and can be applied in diverse settings. Of course, one size does not fit all, and it is not practical to suggest application of all these practices to so many different areas. Rather, it is expected that cities and jurisdictions will use Best Practices as a matter of policy in their planning and development projects, whether private or public. A number of strategies for implementation are provided in Chapters 6 and 7. Best Practices are easily applied in new devel- opments if they are adopted early in the process. Public projects such as schools and libraries offer excellent opportunities for cata- lyst projects, and for cities to lead by example. Cities are also well served if they identify pri- vate developers who have built model develop- ments in other areas and encourage them to propose Best Practices projects here in Santa Clara County. Best Practices are equally important in the retrofit of existing development, streets, sites, d/stricts, and public spaces. Much of the county consists of mature areas, and most projects ~ need to be designed to respect the context, of their surroundings. In such instances, develop- ment and design guidelines may have to be modified or created before application. Identifying the right Best Practices for a spe- cific project relies upon careful analysis of existing conditions. To illustrate the process, Model Places discusses a set of typical areas in the county. The examples range from individ- ual buildings to a major stretch along a typical corridor. A set of current conditions is defined for each Model Place and the problems they pose are annotated on the illustration. This is followed by proposals for applying Best Practices to transform the area. The areas dis- cussed here are generic examples of which variations may be found in communities throughout Santa Clara County. They are: 1. Regional Corridor (pp. 4-5) A length of a street corridor such as El Camino Real with varied but unassociated land uses along its length; characterized by excessive width, vacant sites, low-density buildings with large building setbacks, little attention to pedestrian character, lacking a sense-of-place or identity. 2. Neighborhood Core (pp. 6-7) A medium-sized intersection with a strip mall that serves the adjacent community; character- ized by low-density buildings, excessive park- ing, and nondescript streetscapes. 3. District Core (pp. 8-9) A major intersection with large office campuses centered on transit; some surrounding residen- tial but no cormection to work areas; design of office complexes is very suburban, with little in the way of sidewalks or public areas. 4. Corridor Residential (pp. 1 O- 1 1 ) Inward facing residential complex along a busy corridor; transit is present but inhospitable connections discourage its use except by those who have no alternative; inefficient use of land with unusable cosmetic buffer zones. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND U5E 1 ORAFT FOR PUBLIC REVIEW CHAPTER 5. Residential Subdivision (pp. 12-13) Subdivision with lots accessed by cul-de-sacs and loop roads; auto-oriented typically with no sidewalks or connections to adjacent proper- ties. 6. Office Park (pp. 14-15) Office campus on a site near a natural water- way and along transit; design does not, relate to context; uses the typical model of separate buildings set in a sea of parking. 7. Retail Center (pp. 16-17) Destination retail center in a small town and along a major traffic arterial; characterized by blank walls, large expanses of parking, no con- nection to residential areas behind it, and no pedestrian character in the area. 8. Urban Big Box Retail (pp. 18-19) Big volume store such as Walgreen's or Target in a main urban street; typical model of mt opaque box set back behind a sea of surface parking is used. 9. Neighborhood School (pp. 20-21) School in a residential neighborhood with few pedestrian connections for students walking; the campus has facilities and excess land but no program that keeps it active after school hours. The Best Practice scenarios for each of these places apply a set of guidelines from those dis- cussed h~ the preceding chapters. Some exam- pies show a transformation that represents an alternative to current design practices: the pro- posed new design model for the urban big box retail, the retail center, and the neighborhood school are examples of this approach. Other examples show how sites may be retrofitted with infill or re-assembly of land, keeping some of the existing buildings in place: the regional corridor and the district core take this approach. In both cases, the following transfor- mations are meant to show how Best Practices can be combined and build upon themselves to enhance and create 'place'. The illustrations also direct the reader to other sections where more detail on specific topics may be fotmd. While the opportunities and benefits for apply- lng Best Practices are many, VTA also recog- l~izes the constraints to applying them in Santa Clara County. In many cases, it may not be pos- sible to apply all of the recommendations due to constraints in funding, availability of land, community acceptance, policy issues, or timing of projects. To address this reality, VTA sug- gests an incremental approach, where selected practices are applied to systematically to achieve small improvements that will yield abundant benefits over time. For example, it may not be possible to retrofit a traffic arterial into a multi-modal street, immediately. It may be possible, however, to add a bike lane, pro- vide crosswalks, and plant trees along the side- walk. Over time, patient and creative applica- tion of Best Practices w-ill create the lcind of livable communities envisioned in this manual, and that people want and deserve. VIA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PIIItlIC RFVI[I,g CHAPTER ' It is clear that the form of a city or of a metropolis will not exhibit some gigantic, stratified order. It will be a compficated pattern, continuous and whole, yet intricate and mobile. It must be plastic to the perceptual habits of thousands of citizens, open-ended to change of function and meaning, receptive to the formation of new imagery. It must invite its viewers to explore the world. - Kevin Lynch, The Image of the City 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUBLIC REVIEW CHAPTER [ -~ FIGURE 1: TYPICAL REGIONAL CORRIDOR Existing conditions Single story underutilized buildings, vacant sites, and large surface parking lots offer potential for infill and new development. Typical intersection · Auto-oriented · No crosswalks, unsafe for pedestrians and bikers · Empty or underutilized corner sites No sidewalks, bike paths, or other pedestrian amenities; use and character serves the automobile. Vacant or 3' sidewalks parking or none Multiple traffic lanes Sin.~lle family homes on ma'or traltic corridors with no buffer. Opportunity to locate neighborhood services, retail, ~ and mixed-use development. Existing residential ~ neighborhoods L ~ adjacent to corridors have no reason to r- relate to it. New high-density multi-family housing development has no amenities in close proximity. Typical wide regional corridor: · Low density · Underutilized sites · Undifferentiated use and character along its length VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFI FO~ PUBtlC REVIEW CHAPTER -~-~ FIGURE 2: iqfPICAL REGIONAL CORRIDOR Best Practice Side- Plant Parking Travel/ Median walk s~rip bike Travel Travel Median Travel/ bike 112' R/W Typical Multimodal Street: Boulevard Typical multi-modal street: -- · Width relates to adjacent use · Accommodates bike paths and street parking · Sidewalks are 15' wide and have amenities for pedestrians Nodes: · Build corners of the intersection · Have a mix of uses · Provide pedestrian crossings Corridors with transit are good locations for public amenities such as: · Open space and recreation · Libraries and schools · Community destinations · See section on Corridors in Design and Development Practices chapter Parking P~ant Side- strip walk Major mixed-use core: · Locate high-density uses such as office, retail, entertainment, and residential · Reserve ground floor for retail restaurants, and other public use · Provide on-street parking and shared garages · Ensure convenient access by all modes · Design good connections to and from transit · Focus on pedestrian amenities and safety · Have minimum setbacks · See Implementation chapler for discussion on alternate Level of Service standards tar multi-modal intersections Neighborhood core: · Locate uses such as retail,neighborhood services,restaurants, small office etc. · Provide a range o~ housing types including higher-density multi- family buildings · Provide on-street parking and rear lots · Have minimum setbacks · Provide wide sidewalks and corner bulb-outs to calm traffic · Buffer from nearby Iow- density residential uses. · See seperate illustrations for Oistricl Core and Neighborhood Core Transition of density from corridor to adjacent blocks 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC REVIEW CHAPTER [-~FIGURE 3: NEIGHBORHOOD CORE Existing conditions Vacant site Ready far infill Nearby creek but no access from surroundings; provides potential for enhancing the public environment Typical underutilized site: Iow building Transit station has potential with excessive surface parking at a key to serve more population intersection along a transit corridor than what is currently there Poor connections to to sites and buildings from station. Sh'ip commercial [ow densi~t residential with parking in h'ont with poorbuffer karo ,trip mall and no conn~:tions to surrounding amenities VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER -~ FIGURE 4: NEIGHBORHOOD CORE Best Practice Provide a mix of housing types, especially close to transit Intensify intersection · Build to street and build all corners · Provide a mix of uses · Provide pedestrian amenities Encourage mixed-use buildings Use natural resources to give identity to the neighborhood; design bicycle/ pedestrian paths along creek and provide connections to it Provide mid-block connections and crossings Promote infill development on available sites multi-modal streets · See chapter on Street Design Practices Main Street commercial is a better alternative to strip malls: · Provide parking on street or in rear lots · Encourage walking to retail and services · Provide residential or office uses on upper floors Consider transition fi.om mixed use to residential; provide buffer and protection from noise and traffic Typical Multimodal Street: Main Street Sidewalk Plant Parking Travel Travel Parking Plant Sidewalk strip strip 60- 85' R/W 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 7 DRAFT FOR PUBLIC REVIEW CHAPTER [-~ FIGURE 5: DISTRICT CORE Existing conditions Surface parking lot accom- modates excessive parking; may be reduced due to transit roximity and relocated to ee up site for development Existing uses are Office and Residential. The area needs retail, services and open space in a mix that can create a district 'core' Office park building and site design oriented to automobile · Surrounded by park · Unclear entry No sidewalks or ----[ crosswalks; Roads have large turning radii and widths that support high- speed traffic at the expense of other modes Office campus turns its back on ma or access roads with cu de-sacs, interior focus, thick buffer fi'om street and no connection or pedestrian/ bicycle access to corridor Major corridor selected for transit investment; Surrounding design is a typical suburban pattern and does not relate to transit or promote walking/biking -";;;;.'... [] Multi-family residential developments isolated kom working areas Vacant site at major intersection is a prime infill opportunity VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER J -~/' FIGURE 6: DISTRICT CORE Best Practice Introduce a mix of uses to serve office/residential population, such as grocer}~ store, cafe, resfaurant, andservices Reduce parking require- ment in sites near transit Site may be reused for expansion in the future Reuse parking lots for denser development Liner buildings can provide services and retail and serve to break down the scale of large office buildings Design the public realm to support a lively district core sidewalks and crosswalks pedestrian amenities bike nelwork connection to and from transit building entries and windows human-scaled details Design bicycle/ pedestrian connections within the district Build to the street with clear and frequent entries and trans- parent ground floors Orient buildings for easy and clear access by all modes Reuse/retrofit underutilized rarOperties by reassembling nd and using it l~or denser, more appropriate uses. In this instance, a corner site in an old suburban campus is used for a mixed use building oriented to the street Provide shared t Expand multifamily housing parking in garages to improve jobs/housing Find sites and balance and affordabilily opportunities to provide usable open space J Typica! Multimodal Street: J Setback Sidewalk Plant Prkng. Bike Travel Travel Bike Prkng. Plant Sidewalk Setback varies strip lane lane strip varies bkd wells in sidewalk 76-96' P/W (2Lanes) ~>j ~ 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE (~ DRAFT FOR PUBLIC REVIEW CHAPTER FIGURE 7: CORRIDOR RESIDENTIAL Existing conditions Open space used as buffer; not designed to be usable Provides an opportunity for sidewalks andbike lanes to be added in case of constrained right of way Major corridor with transit · No pedestrian amenity or character · Crosswalk is too far away · No encouragement for transit users · Design facilitates high- speed traffic No potential I~or continuity with adjacent development No sidewalk to connect with crosswalk Entry to housing does not relate to this corner Parking lots dominate character of the complex Random building layout · No clear entry · Buildings do not serve to frame outdoor space · Does not facilitate walking within complex Single entrance to the site encourages auto use 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PU{~LIC R~VIEW CHAPTER [ '~ FIGURE 8: CORRIDOR RESIDENTIAL Best Practice Provide frequent crossings in locations convenient to transit users Residential or development along corridor makes prowsion of transit efficient and motes jobs/housing Design site and building entries to work wilh pedestrian routes, crosswalks and sidewalks Do not preclude connections to adjacent developments Building entries may be focused inward for protection from a noisy street Use buildings Io frame and create usable open space Break up parking into smaller lots Design street lo accommodate multiple modes Provide sidewalk and street- scape elements for pedestrian sal~ety and character Walkways and bike paths may be accommodated in setback to serve as a buffer for housing. This approach is better than providing a cosmetic, unusable belt of open space Typical Multimodal Street: Major Residential Street ~6, [6.,o,~ ,2, ~,,, ~1 ,6, ~ ,,,~ ,2, ~6.,o,[6,t -~ Selback Side- Pit.strip/ Parking/ Tr~el M~ian Travel Parking/ Ph.s~ip/ Side Set~ck varies walk bus stop bike turn lane bike bus stop walk varies 88- 96' R/W 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 1 DRAFT FOR PUBLIC REVIEW CHAPTER [ -~ FIGURE 9: TYPICAL SUBDIVISION Existing Conditions -- Design does not support access by transit Loops and culdesacs ...., ~ make it difficult to walk ~ ~ / from one home to another .... '"t' - ~ / on a different street streets and turning pedestrian scale .... . adjacent property ~j Isolated development ~.,__.--,~ J"" ~ j"~.~----~]~.~.~_m,,~.~___ Privatizesanatural looking inward; J \ ~ ,'~,/~ _. ~,,~'~/J'"" -~ j resource by allowing rear no J'-"--' ~ · ~J Ir' ~,~,.,4~. ~ J -' - access from selected plots relation to context or Predominantly residential use promotes car-trips for No sidewalks, as walking the smallest of errands is not envisioned as a viable mode 2 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT fOR PUBLIC B~VIEW CHAPTER J FIGURE 10: TYPICAL SUBDIVISION Best Practice Design streets that are narrow with sidewalks and street parking (maximum 24') Grid pattern allows for better connectivity within subdivision and to adjacent properly Fulure connection points when adjacent properly gets developed (maximum 24') Natural resources enveloped by public streets and designed as public park for the enjoyment of all Bus stop design promotes Retail/neighborhood transit use; minimum services for residents of this density for effective and nearby neighborhoods operations is 7 units/acre (maximum 24') Typical Multimodal Street: J Minor Residential Street I Setback Side- Plant Parking Travel Travel Parking Plant Side- Setback varies walk strip strip walk varies (~ l<~ 54-66' R/W )l 03,02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE l~,J I)RAFT fOR PUBLIC REVIEW CHAPTER [FIGURE 1 1: OFFICE PARK Existing Conditions Canal provides opparlunity for public en oyment and creation of a sense of p ace No direct access fi.om housing development across from canal Typical suburban office roark plan with large reground .~. rking lots; layout not efficient for sites well-served by transit No usable open space to serve employees No mix of uses Transit station to serve office campus Translt stop Roadway Po!Ling Lot Long, unpleasant walk to building entrance Building Arbitrary site planning does not respond to context or relate to adjacent canal or nearby transit 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC RFVIEW CHAPTER "~ FIGURE 12: OFFICE PARK Best Practice Alternate approach to rear surface parking: Build parking structures and open space if context permits. Provide connections from nearby residential areas Usable open space and access to natural resources and other public destinations Site for future expansion Office campus along a transit corridor should have: · Orientation to street for convenient access to transit stops · Parking Jots away from street · Minimum setbacks · Some mix of uses on ground floor such as cafes and restaurants · Sidewalks, crosswalks, and lighting for pedestrian safe~ and comfort Future expansion on site should: · Continue pattern of compact development along corridor · Continue sidewalk and pedestrian connections Typical Multimodal Street: R&D/Office Park Street 20' (w/o pkg} Setback Plant Side- Travel Travel Side- Plant Setback varies strip walk walk strip varies I< 6o-6e' R/W >j 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE BR.~FT fOR PUBLIC REVIEW CHAPTER [FIGURE 13: RETAIL CENTER Existing Conditions Walking belween stores / Typical site layout: is not facilitated; Access / · Foreground parking; even within retail center / No opportunities is easiest by car / for easy access on -ql ". / T'~/'D~''~'//' foot or by bike F1 Drab street elevations not conducive to a lively pedestrian environment Fence and vegetation forms a weak buffer to residential Residential neighbor- hoods are cut off from retail center by cul-de- sacs and loop roads; Only convenient access is by automobile ,j 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER -~ FIGURE t4: RETAIL CENTER Best Practice Alleys and slreets with landscaping can be good buffers from surrounding residential uses Allow thorough pedestrian connections Provide crosswalks and other traffic- calming Rear lot parking at grade Internal open areas and courtyards provide amenity for visitors Retail building built up to street · Trellis/arcade/ paving treatment can make retail attractive to pedestrians · Uses such as cafes/restaurants will attract residents and create a lively environment t '! J J. / Allow pedestrian/bike Avoid blank walls along routes into retail center streets; Animate using from surrounding areas windows, entries, and displays Combine destination retail along a major corridor with some neighborhood-serving retail and services Typical Muhimodal Street: Commercial Street without Access Management Setback Side- Pit. Bike Travel Travel Travel Turn Travel Travel Travel Bike Pit. Side- Setback varies walk strip strip walk varies 52' ~ I 52' 1L <Z J<c 112-118' R/W 16Lanes] 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DR~,FI F01~ PUBLIC REVIEW CHAPTER J-~ FIGURE 15: URBAN BIG BOX RETAIL Existing Conditions Blank wall and imposing Poor relationship/buffer with mass incompatible with residential neighborhoods beyond scale of adjacent buildings / · / Loading docks and service entry ]] ~ ~ [~ Il' 'Break ,n street- L/-z"~- -~. ;.-Z. Z~ .... ¥ ..... · pa n -]~ ....... Auto-focused design with minimal pedestrian amenities Poor modal for an urban corridor with heavy transit and pedestrian traffic Full block lenglh of parking is a detriment to pedestrian movement and safely Lost opportunity for a lively street; poor synergy with adjacent retail andpublic uses 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC R~VIEW CHAPTER FIGURE 16: URBAN BIG BOX RETAIL Best Practice Smaller surface parking lot oriented with shorter dimension along street provides visibility; additional parking is provided in an underground level for nei9 services, retail or small office Buffer for residential neighborhoods · Alleys and streets with trees can provide adequate separation of · Higher density residential areas can form a transition to lower density neighborhoods Allow streets to continue without break in pattern Basement parking ramps Loading and service Pedestrian crossings for safety; amenities to encourage walking and promote street level retail Options I~or street level use and treatment Typical Multimodal Street: Commercia/Street with Access Management ] Side- Plant Parking/ Bus Travel Travel Median Travel Travel Bus Parking/ Plant Side- walk strip Bike only turn lane only Bike strip walk ~ Street level retail Big Display window Big box ~~ 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUI~I.I£ REVIEW CHAPTER FIGURE 17: NEIGHBORHOOD SCHOOL Existing Conditions Underutilized land available within school boundaries Chainlink fence around school Neighborhood school Playfields 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER J-]~ FIGURE 1 8: NEIGHBORHOOD SCHOOL Besf Practice Use portion of site for a compatible use such a senior housing School/communit~ garden accessible by students and residents Recreation center for communily after hours; Playfield access from street Site used after hours and on weekends Consider expanded school program such as auditorium/community hall for after hours use Build such facilities to · e street for easy access from the outside 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 91 DRAFT fOR PUBLIC REVIEW CHAPTER~ VISUALIZING BEST PRACTICES One of the most difficult aspects of gaining acceptance of new ideas or proposals is describ- ing them. For this, words alone often fall short. No matter how good the verbal description, cre- ating a mental image - or visuahzing - new con- cepts is difficult. We must consider also that most people are visually oriented - that is they take in and process far more information by see- ing something compared with reading it or hear- ing it. So perhaps the best way to describe a concept is to "show it." Technical illustrations and architectural render- ings can help, but even they too often fall short., and are open to criticism as being too idealistic, too narrowly focused-for instance, showing the site alone--or unrealistic. Modem techi~ology has brought us a new tool for addressing this issue - the Photosimulation; or computer imaging. This technique has many advantages over those previously available: · Uses existing conditions on a real site. People can see how things are planned to change within the context of their own community, and understand how proposed development fits within the context of its surrounding. · Illustrates incremental development phases. In most cases changes won't happen all at once - pubhc improvements have to be made, buildings need to be built and trees and land- scaping need to grow out. People can trader- stand how their community might change and look as a result of new development practices and projects. · Allows experimentation with "design" features and variants of those features. Different building styles, landscape treatments, types of materials, and alternative ways of applying materials and arranging things can dramatical- ly affect the look and feel of places - making them warm and attractive or cold and unap- pealing. Even small physical changes, such as using brick pavers in a crosswalk instead of Zebra stripping or using Sycamore trees instead of Oaks, can have big payoffs with making places function better and feel more livable. The photo simulations presented in this section illustrate Best Practices applied to a wide range of conditions; how projects and improvements can transform places over time, from low-density residential neighborhoods to major arterial streets. Many focus on streets as central themes and all shares key elements as espoused in Best Practices: · A policy of long-range vision and incremental implementation · Strong pedestrian environments that are interconnected smd enhanced with amenities · Intensified mixed-use developments along major transportation corridors · Transit priority improvements · Partnerships -- public sector improvements and private sector investments · Policy changes to support Best Practices The following photo simulation image sets illustrate Best Practices applied over time to a typical setting. They are: Compact, Street-Oriented Residential Development (pp. 24-25) Light rail Station As Neighborhood Focal Point (pp. 26-27) Office Park to Mixed-Use Business District (pp. 28-29) The Making of a Mixed-Use Intersection (pp. 30-31 ) Infill Development on a Strip Shopping Center Site (pp. 32-33) Transit-Oriented Development Near Train Station (pp. 34-35) Mixed-Use Regional Corridor (pp. 36-37) Walkable Connections to Transit Center (pp. 38-39) Walkable Mixed-use Shopping Center (pp. 40-41) Stepping Down from High-Density Corridor to Low-Density Residential (pp. 42-43) New Housing In Existing Neighborhood (pp. 44-45) 2 VTA COMMUNITY DESIGN & TRANSPORTATION 03.02 PROGRAM DRAFT E0R PUll,lC REVIEW CHAPTER ' In the development of the image, education in seeing will be quite as important as the reshaping of what is seen. Indeed, together they form a circular, or hopefully a spiral, process: visual education impelling the citizen to act upon their visual world, and this action causing them to see even more acutely. A highly developed art of urban design is linked to the creation of a critical and attentive audience· If the art and audience grow together, then our cities will be a source of daily enjoyment to millions of their inhabitants. - Kevin Lynch, The Image of the City 0:].02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUBLIC REVIEW CHAPTER~'"~ PHOTOSIMULATION SET 1 Source: Joint Venture: Silicon Valley Network Compact, Street-Oriented Residential Development Existing Condition. Apartment complexes do not have entrances onto the street; left-side complex is behind parking. Right-side curb return radius is excessive. Sidewalks are attached to the street and have few pedestrian amenities. The overall effect is an uncomfortable pedestrian environment. Best Practices Phase 1 Improvements: Public Infrastrttcture h~vest~n~?z, ts. Planting strips are constructed to buffer the sidewalk from the street. Pedestrian amenities are also installed: pedestrian-scale lighting, additional street trees, ladder-style crosswalks with curb bulbouts to decrease crossing distance and slow down traffic, and ramps to facilitate disabled access. Monuments contribute to identity and also signal motorists to slow down. 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER PHOTOSIMULATION SET I source: Join~ Ventur*,: ,qilicon Valley XeIwork Compact, Street-Oriented Residential Development Best Practices Phase 2 Improvements: Land Use Changes. New buildings feature windows, porches and stoops that face the street; parking is placed behind or under buildings and accessed by alleys. A mix of housing types--condominiums and townhomes--provides a balanced range of housing. The street becomes a focal point for residents - a meeting place and play area - and this increased activity has a natural traffic calming affect. Travel patterns begin to change as people make some local trips by walking and biking. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE '~"~ DRAFT FOR PUBLIC REVIEW CHAPTERi~ PHOTOSIMULATION SET 2 Light Rail Station as Neighborhood Focal Point Existing Condition. Transit is isolated from the community, tucked behind landscaping and parking. The station area. features narrow sidewalks and few pedestrian amenities. There are no other uses beyond transit. The result is little pedestrian activity, especially during non-commute hours. Best Practice Improvements Phase 1: Public Infrastructure Investments. Bicycle lanes are striped. New pedestrian ameni- ties include widened sidewalks, crosswalks def'med with special pavers and lighting, curb bulbouts at the intersection to shorten crossing distances, pedestrian-scale lighting, and on-street parking buffers the sidewalk from traffic. Monuments provide visual cues at the station entrance and near the platform, as well as clearly identifying the presence of transit. 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW PHOTOSIMULATION SET 2 Light Rail Station as Neighborhood Focal Point CHAPTER Best Practices Pt~se 2 Improvements. Land-use policy changes encourage private investment and joint development that better utilizes surrounding land. Activity-generating street-fronting buildings provide mixed-use activities with amenity-retail]commercial on ground floors and offices above; these uses and facilities provide services for the surrounding community and transit users, further enhancing transit's identity and presence as an asset for the community. Mixed- use parking structure accommodates transit users and visitors to offices and businesses. Land uses brhxg people and provide all-day activities at the site creating "synergies" that further enhance vitality and sense of place. Best Practices Phase 3 Improvements. High-density housing with ground-floor retail is added next to the parking structure. This brings activities throughout the day, thereby enhancing security. Local-serving commercial uses provide a neighborhood gathering place, further affirming the integration of transit and land uses. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUSI. IC R[VIEW CHAPTER PHOTOSIMULATION SET 3 Source: Join! Venture: ,~ili~olJ Valley Network Office Park to Mixed-Use Business District Existing Condition,. The street does not relate to the office parks alongside it. Right-side buildings are distanced from the street by the parking lot, and left-side buildings do not orient to the street, which is very wide. Building numbers and entrances are unclear, creating a place difficult to orient to and navigate. Narrow sidewalks are directly adjacent to streets and there are no land uses that generate foot traffic, resulting in little pedestrian activity. Best Practices Phase I Improvements: Public infrastructure investments. Sidewalks are widened and given texture with pavers, pedestrian-scale lighting and street trees are added along with mid-block curb bulbouts with bollards and a diagonal crosswalk, all to enhance the pedestrian environment. Bicycle parking and transit facilities are added. 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER PHOTOSIMULATION SET 3 Office Parlc to Mixed-Use Business District Best Practices Phase 2 Improvements: Land Use Changes. Policy changes attract private development. Land uses and building designs change and parking is placed behind. Buildings are built to the street, focus on the street and pedestrian environment, and have details for the pedestrian - walkers can see inside, pedestrian-oriented signage is added and building addresses are visible. Best Practices Phase 3 Improvements: Maturity. Further land use changes bring additional mixed-use development on the other side of the street and provide more street level retail]commercial activity. A strong sense-of- place is developed with unique and memorable qualities in the design and arrangement of buildings and spaces. Additional landscaping and pedestrian amenities are added. The street becomes a "place" in its own right, affirmed in the mind's eye - "I'll meet you on Bay Street at Caf4' Marlin next to Kinkos." 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 0RAF1 FOR PUBLIC REVIEW CHAPTER PHOTOSIMULATION SET 4 South's: .Juini \-eJ~ture: S~iic',m V21 ev Xet,.v,~ 'k The Making of a Mixed-Use Intersection Existing Condition. Housing density is present, but not supporting land uses - you'll still need to get in a car to get a half-gallon of milk. Overly-wide streets, large curb radii and narrow sidewalks accommodate cars well, but render the environment hxhospitable to pedestrians. Even if retail uses were nearby, people would find walking to them uncomfortable. This development is isolated from its surroundings, and fails to relate to the street or to include transit. Best Practices Phase 1 Improvements: Public investment. Pedestrian improvements are constructed: curb bulbouts at intersections reduce crossing distances and curb radii, which slow turning traffic and make crossing safer; ladder striping makes pedestrians crossings more visible; wider sidewalks make the street more comfortable for walkers while pedestrian- scale lighting and street trees make it more pleasant. The resulting improvement in the pedestrian experience begins to draw neighbors out. 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC R~¥1~W CHAPTER PHOTOSIMULATION SET 4 The Making of a Mixed-Use Intersection Best Practice Phase 2 Improvements: Land Use Cha?~ges. Land use policy has changed to allow street-level retail. New private and further public investment provides further pedestrian enhancements, including detailed paving treatments and a landscaped raised median. The housing project is expanded in context with the existing design - the underutilized land at the intersection re-defines the coruer, making the entrance interesting and easily identifiable. The mix of uses allows residents to meet some of their needs without having to get in their cars, and brings more people and activity to the area, allowing transit to thrive and warranting additional service. Synergies are created that self-sustain activities and invest- ments in maintenance and redevelopment, working together to make a high-quality public space. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE .~1 DRAFI' FOR PUBLIC RE¥1EW CHAPTER PHOTOSIMULATION SET 5 Sourc~:.Jom! venlure: $ilicCm Valley Network Infill development on a strip shopping center site Existing Condition. Auto-oriented regional arterial is inhospitable to pedestrians. The street is wider than it needs to be - lane widths are excessive and on-street parking is too far from buildings to be useful. Billboard-style signage and safety lighting help motorists, but are oversized for pedestrians. Despite being located on a major transporta- tion corridor, land uses are low-intensity and under-utilized. The pedestrian environment is fractured: expansive driveways invade what little pedestrian space exists, crosswalks are absent, and street-fronting parking lots and blank-walled buildings form a public space that is unattractive to people not traveling through it in a vehicle. Best Practices Phase I Improvement. s: Public Infrastructure and Mixed-use Infill. Public improvements in the streetscape and pedestrian environment are coupled with changes in land use policy. New, higher-intensity, mixed- use developments are attracted to the corridor. The new buildings are placed next to the street, omstreet parking becomes useful, and off-street parking is to the rear. A landscaped median adds depth and defmition to the corridor, and the former parking lot entrance has been converted to a street. Building placement and the mix of ground-floor commercial and upper-story office uses bring pedestrian activity to the sidewalk. Pedestrian-oriented building details such as awnings, window displays, and street-facing entrances make the sidewalk pleasant and interesting, while street trees and on-street parking buffer pedestrians from traffic. 2 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER PHOTOSIMULATION SET 5 ~,~J'c'~.: Infill development on a strip shopping center site Best Practices Phase 2 Improvements: New housing a~d Gap Closure infill. A new housing development, with office and retail below and apartments above, frames the new street and provides a smooth transition to the adja- cent neighborhood by transitioning to street-fronting townhomes. The parking lot still exists, but is behind the new buildings, accessed by an alley that also serves as a pedestrian accessway. Synergies created with the first phase of development attract further inffll along the corridor, closing gaps and framing the street with a multitude of vibrant places. Best Practices Phrase 3 Improvement. s: A Place for Transit and People. The increased land use activity in the corri- dor has generated greater demand for transit services. A bulbout-style bus stop is added to integrate transit into the development with high visibility, while also speeding bus operations. A bus priority lane further increases operating speeds. Through incremental improvements the street has become aplace - having evolved into a vibrant mixed-use corridor serving as a center of activity and commerce for surrounding neighborhoods and businesses. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE OBAfI FOR PUBLIC REVIEW CHAPTER ~'~ PHOTOSIMULATION SET 6 Transit-Oriented Development Near Train Station Existing Condition. Area near major regional transit facility shows significant potential but currently does not fulfill it. Recent investment has restored historic elements of the train station, but there is little activity near it. Surrounding land is either vacant or under-utilized, and features little in the way of pedestrian amenities. Best Practices Phase 1 Improvements: Public invest~nev,t. The pedestrian environment is enhanced with wider sidewalks, interesting paving, street trees in grated tree wells, and pedestrian-scale lighting. The streetscape is enhanced with a planted raised median. Visual cues, such as monumental and 'pathfinder' signage, are added to help orient pedestrians and establish the presence of transit within the surrounding community. On-street parking reduces the street's perceived width, slowing traffic and builds a "main street" feel. 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER PHOTO$1MULATION .SET 6 Tronsit-Oriented Development Near Train Station Best Practices Pbxtse 2 Improvements: Land use changes. Public investment and changes in land use policies attract higher-intensity, mixed-use development, around the station. Second-floor offices bring transit-accessible employment to the area, while street-level retail uses provide amenities and services for transit patrons, local residents, and workers. Pedestrian activity builds through the synergy created by the new uses: offices attract transit riders, who bring demand for services, spurrh~g retail development, in turn attracting more people. Best Practices Phase 3 Improvements: Further land use changes. The station-area site is developed to provide needed housing and round out the area's activity base. New residents can also become new train riders. Ground-floor retail adds needed services and increases pedestrian activity. A new shared-use parking structure with additional grotmd-floor retail replaces the station's surface parking and provides additional capacity to be shared by demand associated with retail, hous- ing, and transit. The new mix of activities, in combination with the enhancement of public space provided by public invest- ment, creates a high-quality, vibrant hub of activity that maximizes the benefit of the area's existing transit investment. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ORAE! FOR PUBLIC REVIEW CHAPTERi~ PHOTOSIMULATION SET 7 s,~mx'.~:.Jomt vuuture: Sili('mt \hlley Network Mixed-Use Regional Corridor ? Existing Condition. Regional arterial street currently serves only vehicle travel. The street is excessively wide and its starkness discourages non-auto trips by making walking or biking uncomfortable. The adjacent land is underutilized and buildings stand alone, isolated from one another and the street. As a result, being in the public space is not a pleasant experience. Overall effect is a street that lacks sense-of-place, reflecting little of the unique qualities of the several commu- nities it connects. Best Practices Phase I Improvements: Public investment. The pedestrian environment is affirmed with widened side- walks, pedestrian-scale lighting and street trees. The street is striped for on-street parking and the median is planted with trees and landscaping. A curb bulbout stop speeds bus service by reducing the time needed for passenger boarding and alighting, and a bus priority lane gets buses out of traffic, further improving travel times. Meanwhile, rider amenities, such as a high-quality passenger waiting shelter and integrated real-time information board, establish the presence of transit as a permanent and reliable asset of the community. 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC I~EVIEW CHAPTER PHOTOSIMULATION SET 8 Walkable Connections to Transit Center Existing Condition. While this major transit center is sited next to a major regional shopping center, the two are physically isolated and visually disconnected. Although the transit center serves as a valuable asset to shoppers and businesses, the lack of visual cues conceals its presence, and therefore, its distinctiveness as a place. The connecting pedestrian walkway is inhospitable, taking transit users through large expanses of parking before bringing them to the mall entrance. The mall itself is inwardly designed, its faqade presenting a large blank wall to the adjacent sidewalk. The street serves only automo- bile circulation through the parking area, and the parking lot itself represents a reservoir of underutilized land. Best Practices Ph, ase 1 Improvemem, ts: A new look for transit. The transit center is re-designed to establish a strong presence for transit and a clear spatial relationship to the mall. The structure and highly visible clock tower act as a landmark and focal point, providing firm visual cues that transit is nearby and easily accessible. 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM (]3.02 DR/~FT FOR PUBLIC I~E¥1EW PHOTOSIMULATION SET 8 Walkable Connections to Transit Center CHAPTER Best Practices Phase 2 Improvements: Bolstering the connection. Continuous sidewalks are provided on both sides of the street, and wide-canopy street trees are added for better weather protection for pedestrians. Raised crosswalks and curb bulbouts further define pedestrian space and reduce street width to slow traffic. Bo]lards and special paving provide visual interest, making the space less barren and more pleasant. The resulting pedestrian environment strengthens the connection between the mall and the transit center. Best Practices Phase 3 Improvements: Land use changes. Addition of new, mixed-use buildings makes more efficient use of land. Entertainment destinations and upper-floor offices support a greater range of activities by attracting people across the day, not just the peak shopping times. New buildings bring pedestrian activity to the sidewalk, and pedestrian details like windows, awnings, and outdoor seating create a space where shoppers dwell and relax, rather than simply walk through to and from transit or their cars. Retail kiosks placed along the sidewalk next to the existing shopping center wall brings interest and vitality to the pedestrian environment without requiring costly remodeling. Parking is still present, but is strategically placed behind buildings and in parking structures with ground-floor retail uses. Combined with the new buildings, on-street parking completes the transformation from parking lot and access road to vibrant 'main street' connec- tion between a highly visible transit facility and a regional multi-use activity center. 0:].02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE .'~J(~ DRAFT FOR PUBLIC REVIEW CHAPTER PHOTOSIMULATION SET 9 Source.: Joint \'e ua'e: $ili(',m Valle:,' Xvtwnrk Walkable Mixed-Use Shopping Center Existing Condition. La?~ is under-utilized. The site is occupied by a shopping center with deep building setbacks, large expanses of unused parking next to the street, and building design that includes few items of visual interest. These features may serve motorists well, but are unwelcoming to pedestrians, for whom there is little or no dedicated space. Individual businesses have little relation with one another. The overall effect is sparse and utilitarian, encouraging shoppers to get in, buy, and get out - rather than linger, relax, and stroll; and maybe buy something else! The shopping area doesn't connect with surrounding streets, and it is isolated from the surrounding community by distance and design. Best Practices Phrase 1 Improvements: Public investment and i?~ill. Infill development accompanies new public investment. Comer-located, pedestrian-oriented buildings make more effective use of unused parking, and bring the shop- ping center closer to the street and surrounding community. The new buildings include office above retail, bringing more activity and customer base to the shopping center. Surface parking still exists, but is now behind the buildings, reclaiming part of the parking lot for pedestrians. Human-scale building details such as windows, street-facing entrances, awnings, and interesting comer treatment combine with street trees, median plantings, and pedestrian-scale lighting to improve the walking environment. 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUB(I£ REVIEW PHOTOSIMULATION SET 9 sour, ~,: .Juror \'+mi u'e: $ cot v~tlley Ne~w~)rk Walkoble Mixed-Use Shopping Center CHAPTER Best Practice Phase 2 Improvements: Maturity. The original shopping center has been re-invigorated with a re-designed retail anchor and further inffll development. The new buildings complete the transformation of the parking lot entrance into a real street, and the faqade of the new anchor also contributes to the street environment with pedestrian-oriented detail. The earlier inffll buildings have added a third stow, and new infill continues the earlier scale and design theme. Intensification of buildings brings more people to the site. Parking could still be provided as surface lots behind the build- ings, or it could be consolidated into structures that have ground-floor uses. The major improvement of the re-invigorated shopping center is the creation of outside spaces that are comfortable and pleasant for pedestrians. A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 41 03.02 DRAFT FOR PUDUC RI?VIEW CHAPTER PHOTOSIMULATION SET 10 Stepping Down from High-Density Corridor to Low-Density Residential Existing Condition. Residential neighborhood and adjacent under-utilized transit corridor are both inhospitable to pedes- trians. Low-density buildings are set back from the corridor and parking lots face the street, placing the highest intensity of uses near adjacent housing. The neighborhood features narrow sidewalks along an excessively wide street, and the large intersection curb radius further increases pedestrian crossing distance. The corridor's intersection with the residential arterial presents a prime opportunity for intensification and increased activity. Best Practice Phase 1 Improvements. Land use policies have changed and so have the uses along the corridor, creating a higher-intensity "node" of mixed-use development at the intersection. Ground-floor activities offer services within walking distance of the adjacent neighborhood. New offices and apartments bring new residents and activities to the vicinity. Development intensity steps down further away from the corridor, and the new buildings include a gradual transition in design themes between the major corridor and existing homes. An alleyway between the built-up block and sh~gle-family homes provides limited vehicular access for residents and businesses, and provides a functional and aesthetic buffer. A detailed shelter and curb bulbout at the bus stop gives transit higher visibility m~d narrows the street to slow traffic. 2 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR P~JBLIC REVIEW CNAPTI:, PHOTOSIMULATION SET 10 Stepping Down from High-densify Corridor to Residential Best Practices Phase 2 Improvements. Pedestrian enhancements bolster connections between the corridor and the neighborhood. Sidewalks are widened and on-street parking provides pedestrians with a buffer, in addition to narrowing the perceived width of travel lanes. Curb bulbouts and ladder striping have been added at the intersection to better de£me pedestrian space. Pedestrian-scale lighting and street trees line the street to make pedestrian space more pleasant. Now firmly linked with adjacent neighborhoods, the intensified corridor becomes a local destination and hub of activity. 0:L02 A MANUAL OF BEST PRACTICES FOR iNTEGRATING TRANSPORTATION AND LAND USE ORAFT FOR PUBLIC REVIEW CHAPTER(~ PHOTOSIMULATION SET 1 1 Source: .Juilil: Vf,nrtu'e: $ilic,)lJ \'alle~' Nelw~,rk New Housing In Existing Neighborhood Existing Condition. Neighborhood development looks toward a vacant parcel. Existing development is auto-oriented, with garages as the dominant feature, and only safety lighting to illuminate the street at night. Sparse public investment in the public space does little to discourage speeding. Best Practices Phase I Improvements. New housing at a slightly higher density is developed in context with existing structures and the scale does not overwhelm. New homes are street-oriented: porches, gardens, and pedestrian-scale lighting are in front, and garages are tucked behind. These design features bring a feeling of neighborhood and place. The new development represents an upgrade from the empty lot, and property values increase. 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT EOR PUBEIC REVIEW CHAPTER PHOTO.SIMULATION .SET 1 1 .~,,ur.',~: J,,m~ vemure: New Housing Existing Neighborhood Best Practices Phase 2 Improvements. An agreement among neighbors and public investment from local government allows for street trees to be planted, further enhancing the neighborhood's public space m~d sense of community. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE BRAFT fOR PUBLIC I~EVIEW CHAPTER jJl THE ROLE OF LOCAL GOVERNMENTS IN BEST PRACTICES THE ROLE OF LOCAL GOVERNMENTS While VTA is primarily responsible for the provi- sion of major road and transportation services, the cities and the County make the decisions about land uses and local transportation and urban design practices presented in the previous chapters. Because of this role, local governments are uniquely positioned to turn Best Practices ideas and concepts into reality, creating the unique and livable places that people desire. For local governments, to implement Best Practices is to start with a community vision. This vision should be clearly embodied in the General Plan. Next, governments need a roadmap of how to get to the vision. Steps along the way include implementing the general plan through Specific Plans in strategic locations such as cores, corridors and station areas, and chang- ing the local policies that govern the built envio ronment. Finally, to address issues of regional importance that cut across jurisdictional bound- aries, governments must pursue partnerships within the county and with other local and regional agencies. Only by doing so will long-last- hug and positive changes occur. The following describes the key steps that local governments can take to implement Best Practices. 1. Education and Visioning Before all else must come education; staff, poli- cymakers, and the community must all under- stand the principles and implications of Best Practices before they can put them to work. Education entails cortununicating the outcomes of continuing with current development pat- terns, as well as alternative patterns and the ben- efits they offer. Local governments can hold edu- cation efforts through staff workshops and town hall meetings. Education goes hand-in~hand with visioning. Visioning is a key tenet of the Best Practices program, for it is the way to build consensus on how the community will grow or change through time. The goal of the process is manifold: to edu- cate the public; to build a vision for how the com- munity will look; and to obtain public support for implementing the vision. Since it is about the look of communities, effective visioning requires 'visualizing' change, translating the practitioner's language of development types, densities, set- backs, and parking ratios into the citizen's experience of form, character, and place. The photosimulations in Chapter 5 are examples of how growth can be visualized. An i,.>dep~ and interactive process involving key stakeholders is an essential ingredient in developing a community vision. Developing a long-range vision for growth and change can be conducted as a part of a specific plan or general plan update. And because it is the first step, the developed vision does not translate automatically into change; it must be fully pursued in the General Plan, Specific Plans, zoning codes, design guidelines, and other policy statements. Photo-simulations provide an excellent tool to allow s~keha!ders to visualize the outcomes of poiicy decisions. A oily and it~ people hove both o right end a responsi. bilily to say what they want their comrnunily to be - physically, socially, economically, culturally- and then go out and achieve that cornmuni~j. -Alan B. Jacobs 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 ~RAFT FOR PUBLIC R~VIEW CHAPTER 2. The General Plan The General Plan is the basic policy document for city planning, and provides the framework for future development. In order to realize the goals and principles presented in this Manual, the General Plan must follow-through with the vision. It must provide clear commitment to cre- ating livable communities through the creation of a multimodal transportation system and inte- grath~g land use and transportation planning. Policies and guidance supporting these broad concepts must be included and infused through- out the general plan at every level - but espe- cially in the land use element, the transportation element and the housing element. A clear declaration about the desirable form that the urban environment should have will provide the foundation for both land use and transporta- tion policies. And it should recognize the trans- portation system as the primary organizing fea- ture of the built environment and use it to guide future development. To better integrate land use decisions with transportation investments, local governments need to establish new land use pat- terns. Ones that have clear centers of activity and commerce, allow for increased densities in activity centers and near transit stops, enhance the mix of housing, jobs, and retail, and have more pedestrian friendly and transit-supportive places, and that target growth in cores, corri- dors and station areas. Transportation elements, which traditionally focus primarily on roadway maintenance and preservation, should be expanded to include the need for balance between driving and alterna- tive modes of transportation such as transit, walking and biking. Many of the specific prac- tices presented in Chapter 4, such as street con- nectivity, incorporation of bicycle and pedestri- an facilities, and flexible level of service (LOS) standards, should be explicitly used in the maps and policies developed for the transportation element and incorporated into overall city poli- cy. Finally, the housing element can be used to advance the goals of Best Practices by creating balanced communities with a range of housing types for all income and age groups. Once changes are rooted in the General Plan, the vision and goals of Best Practices can begin to permeate all other levels of planning and policy. set the vis[or~ ~or !uture deveJop.mer~t ~nd shouid be modified to mee: the goc~is of Best Practices. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOB PUBLIC BEVI~I,',I CHAPTER 3. Plan and Design It is not enough anymore for cities to just do good planning - they must also be advocates of good design. General plans and zoning regula- tions direct where and how much development should be built, but rarely give direction about what that development should "look" like. Herein lies the problem - the where and what need to work together. These two developments, planned at the same density, present entirely different faces to the public realm. The one on the top, featuring street-facing garages, looks inward and detracts from the public realm. In contrast, the development on the bottom, with its varied ~a(;ode, porches and street-fronting pedestrian entrances, adds a sense of place to the public realm, dispelling the myth that density can't look good. To achieve this, cities and counties can craft urban and architectural design guidelines that channel the efforts of the development commu- nity toward fuiffllment of the vision articulated in the general plan, and establish guidelines for civic projects such as sidewalks and streets. There must also be the political will to use them. Design and architectural review commissions should be established to oversee development approvals, giving the guidelines some needed teeth. Lastly, cities can step up and practice what they preach by reflecting high standards of design creativity and quality in all public proj- ects. Guiding development without design standards creates a circumstance that leaves the ultimate form of our environments up to individual devel- opers, rather than the community. Without. design guidelines, there can be little agreement among developers about what. good design is-let alone how their projects work to fi~If'fli the vision of the community. If developers fulfill the city's expectations by meeting zoning and building codes, then they rightfully expect to receive project approval-regardless of the project's look and feel within the community. Developers can be asked to do costly redesigns or reduce proj- ect density-but without adequate design guid- ance even those efforts may fall short of the vision. Developers cannot build what the com- munity wants if the vision is not communicated. These design policies should not complicate the developer's task of approval, but they shouldn't cater to it either- they should reflect the best practice, not just the status quo. Design stan- dards should give sufficient guidance so devel- opers propose the types of projects that full'ill the vision communities have for themselves - Best Practice-type projects. Extra thought must be given to the design of projects that. seek to increase density in an established community. Oftentimes, both cities and developers want to build projects with den- sity - but project designs fail to inspire the sur- rounding community. Architects and urban designers thrive on design challenges; if inspired by their clients, they can produce attractive projects in that function well for any environment and any income group. In addition, good design need not. cost more than bad design - it just takes more thought. Because develop- ers want to build projects that move smoothly through the approval process and sell quickly in the marketplace, they need to know what the expectations are - and this can only be done if planning is accompanied by design. Engineering and architecture, though objec- tive and integra#ye, hove no economic initiative. These men design profes- sionolly only when employed by a patron. The patron becomes the prime designer. The patron initiates that which is to be detailed within the patron-conceived limits of undertaking and responsibility. - R. Buckrninster Fuller (Bucky) 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUBLIC C HAPTE R jJl Sprawl was intended and planned (just read the zoning codes); the problems of sprawl were not. - Roberta Brandes Gartz/ Norman Mintz, Cities, Back from The Edge, new life for downtown 4. Zoning Zoning codes establish the basic rules of devel- opment, and are one of the main tools local governments use to implement the goals and policies in the General Plan. Current zoning codes separate land uses and support only automobile circulation; they should be re-writ- ten to better support the integration o£ land use and transportation according to the princi- ples of Best Practices. Specifically, zoning should reflect the need for a complementary mix of land use types and a higher intensity of uses in designated locations. This re-write should involve altering the physi- cal development standards in the zoning code to support the creation of pedestrian- and transit-friendly communities. Also important are reductions in parking requirements for mixed use and areas with frequent transit serv- ice. This can encourage walking, biking, and transit use and improve the character of com- munication by reducing the total land required for parking. Strategies for zoning are discussed in detail in Chapter 7. IDENTIFYING DISTRICTS FOR DEVELOPMENT In addition to specific plans, local governments have o variety oF tools available for targeting and promoting growth in specific areas. These include the following. Precise Plans/Strategy Plans. Similar to specific plans but without the need for a programmatic EIR, precise plans and strategy plans provide de-tailed information on growth and development in a specified area such as a downtown or a corridor. Often these plans tie together land use planning, market analysis, transportation improvements, and design guidelines or building protolypes. Redevelopment Zones. Based on California legislation, local governments can identify areas targeted for redevelopment and apply ~unding mechanisms such as tax increment financing. Among others, these ~unds can be used for infrastructure improvements and to pay for place-making infrastructure. Historic Districts/Conservation Districts. Historic and conservation districts are designated by local governments or counties when the public feels certain resources (i.e., buildings, landscapes, or entire districts) are worth saving and building upon. There is a lot oF flexlbiJib, in how they are implemented but commonaJities include design guidelines and design review to ensure compatibility with existing resources and incentives to rehabilitate existing buildings or places. Business Improvement Districts. In order to improve or enhance a specified district, properly owners within a defined area can vote for a special assessment on their property. This special assessment can go towards a wide variety of improvements (such os landscaping, street paving, and banners) that make an area more attractive for development. Mixed-use projects, which were common in pre-1 940s deve!op- ments but prohibited in many current zoning codes, can often only be constructed with numerous and costJy variances. 5. Specific Plans for Districts and Corridors A Specific Plan is a tool for the implementing the general plan in strategic locations. Specific Plans can be used to re£me the community vision and create a detailed framework for facil- itating change and growth in strategic locations such as downtowns, neighborhoods, corridors and around station areas. Specific Plans can identify general concepts as well as particular details of what new development should look like, including designs of buildings and public spaces in the area. Beyond enabling planners to effectively imple- ment general plan objectives, the Specific Plan provides a method for the general public, as well as residents and business owners in the planning area, to participate in the planning process and help define the community's vision for future growth and development. Also, future development can benefit from the foundation created by the Specific Plan. The Program Environmental Impact Report per- formed by the specific plan constitutes some of the necessary environmental study required of future development, thus reducing develop- ment costs. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR ?UBL]C REVIEW CHAPTER ~I~ Arterials with large amounts of underutilized land are prime candida~s for corridor plans, especiaily if they cross jurisdic- tional boundaries. The specific plan is the most effective tool for planning continu- ous and vibrant pedestrian environments throughout dis~icts. VT~s Best Practices Fund can help provide resources for Specific Plans dealing with imple- menting Best Practices in identified cores, cor- ridors and station areas. 6. The Permilting Process Specifljing a cormuunity vision is an important first step, but change on the ground will not happen until the day-to-day permit review and approval processes of local jurisdictions are supportive of Best Practices. The develop- ment review process can serve as the tool to ensure that development proposals are indeed incorporating Best Practices. Procedures can be established that institutionalize better com- mun]cation between departments with overlap- ping responsibilities for Best Practices imple- mentation, as well as institutionalize review of private and public projects for adherence to Best Practices-inspired building and street design guidelines. 7. Removing Disincentives to Best Practices Beyond the above-mentioned local plans and processes, various other day-to-day policies of local governments affect the implementation of Best Practices. Consciously or unconsciously, some policies have become disincentives to infill and redevelopment that. are called for by Best Practices. The Best Practices Manual identifies some of these disincentives in Chapter 7. Local jurisdictions interested in implementing Best Practices should review their policies with specific focus on whether, on balance, they create conditions that are more favorable to greenfield development. For instance, one issue identified in Chapter 7 is local policy to maintain a minimum level of service (LOS) standard for vehicle move- ment through intersections. LOS policies enable jurisdictions to require developers to fund transportation improvements necessary to maintain the jurisdiction's LOS standard. Such policies constitute incentives to develop at the urban edge, where traffic is not yet bad, rather than in established, high-traffic cores. 8. Catalytic Projects Local governments can get into the develop- ment act, rather than just sit on the sidelines. They can enter into partnerships with private developers to help build catalytic, keystone projects that will spark the change in a particu- lar focus area. Partnering may involve provid- ing direct investment, land, tax incentives, or public infrastructure. They can also 'walk the talk' of Best Practices by building civic projects such as libraries and government buildings to the Best Practices standard, by location as well as design. 03.02 A MANUAL OF BEST PRAfTICE.S FOR INTEGRATING TRANSPORTATION AND LAND USE ~1~ B.RAFT FOR PUBLIC CHAPTER Horton Plaza in San Diego was a critical first step toword re-vitaJlzin9 the downtown area. -9. Partnerships lZrerhaps the single most important role of local governments in the implementation of Best Practices is to create partnerships for positive change. There are three general types of part- nerships the local governments can form. · Interdepartmental. Departments within local government can come together and form an interdepartmental task force to address and overcome issues and barriers to impleraenting Best Practices. Issues to address include LOS standards, the development review process, and review by elected and appointed commis- sions. · Public / Private. Local governments can form partnerships with private sector businesses. Joint ventures - or joint development- can be formed to build catalytic projects that spur additional development, and specific projects around transit stations and facilities where the land is owned by the local government or the transit agency. Governments can also use many forms of incentives to put development where they want it and attract the types of projects they desire. · Public / Public. Local governments can pursue partnerships with other local governments in the county and with VTA. The Best Practices Fund is one example, where VTA is making planning money available for Best Practices ~ type projects. Others include joint planning projects for corridors that cross jurisdictional lines, allowing nearby local governments to provide input on relevant projects outside their jurisdictions, and working closely with VTA to ensure a high level of coordination for land use and transportation decisions. 10. Maintenance - Since Best Practices is about high-quality public spaces, maintaining those spaces becomes as important as creating them. Even ff a pedestrian plaza is well designed, crumbling pavement, overgrown plants, or bro- ken lights can render it an unsafe and uninvit- ing space. Local governments interested in realizing the benefits of Best Practices should therefore consistently maintain at a high level of quality the components of public space, including sidewalk, street, and pathway pave- ment, road markings, signage, median plant- hags, street trees, landscaping, transit shelters, lighting, and street furniture. This ongoing comndtment of resources is necessary to sus~ tain the great public spaces that comprise strong communities. SUMMARY Local governments have a pivotal role in implementing the key concepts of Best Practices outlined in the Introduction to the manual-placemaking, access by proximity, interconnection, and choice of transportation and living and working environments. Without strong and steady local support the Best Practices vision will remain only a vision. It is clear that these changes will not happen overnight - the ,dsion must be implemented incrementally. It is also clear that local govern- ments and VTA must be able to do more with existing financial and physical resources. The Best Practices program can help provide a framework for implementation of these goals. With this in mind, the next chapter addresses specific strategies for implementing Best Practices throughout the county by overcom- ing barriers to effect positive change. LOCAL GOVERNMENT ACTION LIST The following is a list of actions that local governments can take to implement Best Practices. Some of these actions are simple and readily executed in the short term; others are more complex and lengthy endeavors. But each action plays an important role. Achieved in combination, the actions on this list will help t.o bring the benefits of Best Practices to the community. VIA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC R~VI[W CHAPTER LOCAL GOVERNMENT ACTION UST The following is a list of actions that local governments can take to implement Best Practices. Some of these actions are simple and readily executed in the short term; others are more complex and lengthy endeavors. But each action plays an important role. Achieved in combination, the actions on this list will help to bring the benefits of Best Practices to the community. Perform outreach to create community awareness of Best P_]~actices and educate the community on what Best Practices means for them. Also perform early public outreach for potentially controversial land development projects. Convene a community visioning process to build communi~ support for Best Practices. Identify key focus areas in the General Plan. These will be the cores, corridors, and station areas where Best Practices will be applied. Write focus area plans to guide the type, intensity, and design of new development in these strategic areas. Publish architectural and urban design standards that reflect Best Practices to communicate how new development should look. Pursue catalytic land development projects in focus areas. Form public-private partnerships to implement keystone projects that will begin the process of implementing the focus area plan. Lead by example by building exemplary public projects. Fully ernploy the principles of Best Practices when developing civic projects such as government buildings, over which the local jurisdiction has the most control. Revise zoning codes to legalize and encourage Best Practices. Revisit street standards to aJlow flexibility in street design. Revise Level of Service (LOS) policy to allow multimodal transportation improvements in lieu of vehicle capacity improvements. Re-vamp the permilting process to emphasize and favor Best Practices. Get involved as early as possible in the process to ensure that Best Practices concerns can be addressed adequately '- Re-double maintenance efforts to keep the public realm s~fe and inviting. Build internal, consistent support for Best Practices across all departments, including community deveJopment, traffic, utilities, maintenance, garbage coJJection, fire and police. Best Practices cannot happen without full, agency-wide support. Jain the call for governmental support of smart growth at the regional, state, and federal levels. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 7 DRAFT FOR PUBLIC R~ViE¥~ CHAPTER IMPLEMENTATION: OVERCOMING BARRIERS AND CREATING OPPORTUNITIES FOR CHANGE Introduction One of the most challenging aspects of Best Practices is implementing the principles on the ground. While most people generally believe in the principles and practices for integrating land use decisions and transportation planning pre- sented in the previous chapters, for a variety of reasons Best Practice-type developments have not yet seen a wide-scale application across the county. Reasons for this include policy obsta- cles and regulatory barriers, public acceptance of change, and the general inability of bureau- cracies (both public and private) to break out of business-as-usual practices toward develop- ment.. Doing Best Practices requires a fundamental shift in the way we approach growth and devel- opment in Santa Clara County. Doing Best Practices also requires translating the big pic- ture ideas presented in the introduction of this manual - place-making, access by proximity, interconnection, and choice - into actions. As markets and economic factors change, as politi- cal winds shift, as community sentiments evolve, so must our implementation policies and practices - they must be creative, dynamic and adaptable. And along the way some tough, even groundbreaking decisions must be made. Translating principles and practices into proiects is the key to making Bes~ Practices c reaJh.'y in Santa Clara Count'/. To dc, so, VTA and Member Agencies must develop i~ov~tlve smategies for change, To assist in this process, VTA has identified a number of specific strategies that are organ- ized around strategic Opportunity Areas for matimg Best Practices a reality. Each Opportunity Area contains a brief statement about specific issues relating to the Opportunity Area and a variety of strategies for addressing the issues and implementing Best Practices. In addition, each section pres- ents one or more case studies where the strat- egy(s) was successfully applied and a list of resources for additional information. The information presented in this chapter is not all-inclusive. Rather, it should be viewed as a toolkit for stimulating thoughtful discussion and actions among local government officials, developers and others involved in the develop- ment process. To keep issues and resources current, and make the Manual a "living" docu- ment, VTA will periodically update this section with additional information, new strategies, resources, and success stories from around the Bay area and the county. Further, VTA intends to produce a quarterly newsletter that pro- vides detailed information on implementation and other Best Practice strategies. OPPORTUNITY AREAS Building Community Support for Best Practices (~) Flexible Zoning Strategies Clarifying Design Expectations (~) innovative Street Design Standards Revising Level of Service Policy (~) Rethinking Parking Requirements (~) A~acting Developers to Best Practices Integrating Retail into Best Practices Development There will always be problems ahead- problems ore the essential cotolys~ of growthful I'rfe. - R. Buckrninster Fuller (Bucky) 03.02 A MANUAL OF BEST PRACTICES FOR iNTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUBLIC RE¥1EW CHAPTER OPPORTUNITY AREA I: BUILDING COMMUNITY SUPPORT FOR BEST PP~CTICES bvolving the public and key stakeholders in ,*he decision -making process can heJp to buiid support ,"or Best Practice- type developments. Building community support is an essential step in implementing Best Practices. Development in key areas having a mix of uses and higher than usual residential and commer- cial densities are characteristic of Best Practices, and are often met with resistance by citizens concerned about property values, traf- fic congestion, crime, and overcrowded schools. It is not uncommon for citizens to oppose a mixed-use development that meets the goals of Best Practices and instead support a single-use, low-density residential develop- ment. Ironically, the developments that are often approved exacerbate the negative impacts citizens are fighting against. While there are plenty of projects and neighborhoods in Santa Clara County and across the nation that exemplify Best Practices, most attempts at drawing comparisons with these and other areas is met with the general refrain "we can't do that here". Myths and misconceptions about what effects Best Practice-type development will have can further complicate and impede community acceptance and implementation efforts. To build cormuunity support and dispel the myths and misconceptions advocates of Best Practices must first understand the specific issues - the perceptions, fears, and circum- stances - that cause opposition. These include: · Pear of change · Concerns about increased traffic · Concerns that higher-density residential and commercial development will result in a reduced quality of life and decreased proper- ty values · Stigma attached to affordable housing proj- ects. Residents often oppose new affordable housing projects for fear that they will decrease property values, increase crime and bring in "undesirables" · Focusing on the details of individual projects rather than the location and type of develop- ment · Objections to parking reductions for develop- ment near transit, and the belief ~at reduc- ing parking ratios in combination with transit programs may increase demand for on-street parking in adjacent neighborhoods MYTHS AND FACTS ABOUT PROPERTY Myth: Mixing uses reduces Fact:. nearby property values Property values don't necessarily suffer when housing types are mixed. Across the country, new urbanist neighborhoods are generally outselling neighboring subdivisions, and some of the United States' most expensive older neighborhoods - Washington, D.C.'s Georgetown, Boston's Beacon Hill, for example- are marvels of mixed housing. Myth: Affordable housing Fact:. reduces property values A study on the effects of seven different below market projects on the property values of surrounding single family homes was sponsored by the Vancouver, B.C. government during the last 1990s. House prices in the vicinity of the non-market projects increased as much - and in some cases, more than - nearby areas of similar housing types and ages, For more information, please see the complete study at: www. sdes.gov, bs.ca/housing/00_Jan_PropVai.html VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC CHAPTER Strategies Strategy: Support the 'Big Picture' Decision-Making Processes Currently, most opportunities for public partici- pation in the local planning process involve responding to specific development proposals just before a decision on an application is made. When this occurs people become focused on specific 'details' of a project and loose sight of the bigger picture issues - in these situations it's not surprising that projects meet with resistance. To reduce public opposi- tion jurisdictions and developers can engage in processes for ongoing public input and feed- back designed to build coalitions among stake- holders. It is important to ask participants what. they would like to see in a project, what they would oppose, and why - and getting to the "why" is essential because few people will oppose everything. People often oppose only small aspects of a project, such as the location of parking or style of building entrances. For this reason it is important to get people to focus on how the project fulfills the communi- ty's larger vision rather than the specific details. The goal here is to educate citizens about plan- ning issues, hear what they have to say, and help them become invested in the outcome. After the process is concluded, participants will have a better understanding about how deci- sions are made and increased support for the project. With a vision developed through this process, project decisions become a matter of policy, not politics. IREGIONAL ISSUES, LOCAL SOLUTIONS When conducting outreach to citizens, elected officials and other stakeholders, it is important to keep in mind the need to balance local with regional needs. In Santa Clara County, regional issues that must be dealt with on a local level include: · Balancing jobs and housing · increasing the stock of affordable housing · Managing traffic congestion by building near transit lines · Providing access to usable open spaces Strategy: Early and Frequent Public Input Waiting unt. fl the last minute to show the pub- lic plans for a proposed development invites opposition. Fewer things alienate the public more than presenting a final project plan for the first time at a public meeting. Regardless of how good a project it is, it will benefit from early public input. Conducting early project definition and scoping meetings, and present- ing rough ideas at informal community meet- ings'with citizens, business owners, and public agencies prior to submitting a permit applica- tion go a long way in building community sup- port. Building trust through continued dia- logue is also vital, and going back to the public often to show how their ideas were incorporat- ed into the project plan helps to build confi- dence that their views are being addressed. The following two strategies present other ways to involve the public early. Strategy: Design Charettes Design charettes offer an effective process for generating community consensus. It is a par- ticipatory and inclusive process that may begin with a public invitation - or call to duty - to assemble, solve problems, and create the best plan for the community. They are terrific ways to educate the public about, community issues, design principles, opportunities and constraints, and to change minds. Design charettes are a powerful method for moving beyond the assumption that things can't be done differently. Providing hands-on involve- ment early builds public confidence in the planning process, and creating stakeholder- generated plans can turn project opponents into project proponents. Lastly, charettes can be used to market a plan or project, and can yield valuable political goodwill, both before and after projects are approved and built. Strategy: Design Competitions In some situations, especially when public lands or funds are involved, using design competitions can help build excitement and community support for development projects, and do it in early conceptual design phases. Other benefits include reduced initial costs, higher quality designs (since competitors must vie for the prize), greater control over the form of developments, and less public resources Innovative Besl ~ctices Idea: Create a web page that allows (dizens to partici- pate in an image survey for their community. Web-based tools provide the abirdy for immediate analysis of preferences so residents can see how their v'~ns is similar to their neighbors. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE '~ DRAFt' FOR PUBLIC REVIEW C H APTE R expended during implementation (since fewer, or less intense, battles can be expected). Transit Station Areas, and other public projects such as libraries, parks and civic buildings are prime candidates for design competitions. Strategy: Offer Best Practices Short Courses Educating citizens, elected officials, business groups, and city staff about the benefits of Best Practices is an essential ingredient for brining about positive change. One way to do this is to create a series of short courses based on the Best Practices material and issues presented in this manual. Courses can be tailored to address specific topics such as site planning, urban design, multimodal street design, and imple- mentation issues. Staff assistance and PowerPoint presentations are available from VTA for local governments in Santa Clara County to conduct training courses for staff, citizens and key stakeholders. Strategy: Form Partnerships Another method of public involvement is the creation of ongoing partnerships with cormmu- rdty groups. It is also an effective way of reach- ing ethnic and minority groups that may feel removed from conununity planning decisions. Potential partners include: churches, business- es or business trade associations, environmen- tal advocacy organizations, community devel- opment corporations, affordable housing groups, transportation advocacy groups, and neighborhood associations. Strategy: Use Image Surveys One of the most challenging aspects of educat- ing the public about building densities and other hot button topics is associating planning and design terms - such as walkable neighbor- hoods, transit-supportive design, and mixed- use neighborhoods - with actual places. To help people better understand crucial planning decisions, and make more informed choices about growth in their communities, image surveys can be used. These surveys work by having participants rank images of various types of growth and development based on how much they like it. The scores for each slide are tallied to deter- mine an average score for each image, indicat- Lng how much they want to see that type of development in their community. The resulting information can be used to create a vision for the community, serve as design models for developers, and influence General Plans and zoning codes. Strategy: Create Photosimulations It is often difficult to quantify the benefits of Best Practice-type developments - terms like livability and quality-of-life aren't easily expressed in numbers and equations. As the old adage goes "a picture is worth a thousand words", and showing how places can change if Best Practices are applied. Photosimulations - or computer imaging - is one of the best tools in the planners and decision-maker's toolkit for getting these ideas across. Photosimulations can help the community understand the relationships of development and transportation decisions and visualize how an area can grow. Examples of photosimula- tions are shown in Chapter 5, which illustrate how implementing Best Practice elements can change areas over time. Strategy: Conduct Field Trips While image surveys and photosimulations can be very effective educational tools, nothing is quite like seeing it for yourself. Visiting exam- pies of Best Practice developments, especially with a knowledgeable guide such as a project designer or developer, can be an effective way to show stakeholders how these projects differ from conventional development projects. Strategy: Ensure High Qualily Design at Neighborhood Scale Higher density developments are often equat- ed with poor design. High quality design and attention to surrounding neighborhood fabric can help wary communities overcome this mis- conception. Much the fear related to higher density development comes from negative per- ceptions of public housing, which can lack thoughtful site and building design. It is not a given that good design is more costly than bad design, but it does take a little more thought - and given the chance, creative planners archi- VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER MYTHS AND FACTS ABOUT DENSITY Myth: Children are safer in the Fact: suburbs than in the city. According to a study by the New York Times, the increased car use prevalent in Iow.density residential settings is more of a health threat than crime in higher density areas. The study showed ',hot a young person growing up in suburban Bergen count,/, New Jersey, is three times more likely to die before the age of 24 than a person growing up in Greenwich Village, Manhattan. The higher incidence of death was linked to the increased likelihood of being in a car accident. Myth: Households in high- density areas own as many cars as households in Iow-density areas Fact:. In comparison to a standard suburban development, the average household in a neighborhood with a density of t5 dwelling units per acre makes one third fewer auto trips. In addition, the average multifamily household has 1.3 cars compared to 2.0 cars for o single family household. Thus, higher densily areas have less auto use and make fewer trips then their Iov,~ensity counterparts. (Source: Institute of Transportation Engineers, Trip Generation, Washington, D.C.: ITE, 1987 and Sacramento Area Council of Governments, 1990.) Myth: 'them are more violent crimes in cities than suburbs Fact:. Numerous studies have looked for correlations between housing density and crime rate. Research has not found a relationship between housing or population density and violent crime rates. (Rotf Pendall, "Myths and Facts about Higher Density and Affordable Housing," California Planning Roundtable, 1997.} Myth: Increasing densities reduces neighborhood amenities Fact:. Higher density housing may be achieved if communities can replicate the factors that have made many lower density subdivisions, particularly in master planned communities, so successful. A recent study by the Center for Urban Policy Research at Rutgers University suggests that typical single family-house tots could be reduced in size by 20 to 25% before owners objected, provided the other qualities associated with their neighborhood were maintained. This means that the density of development could be increased substantially without a discernable impact on an individual's quality of life. tects and designers can often do a whole lot with very little. Tools used to create high- qual- ity design, such as those presented in Chapter 3, include articulated facades, varied use of . materials, colors and textures, and investment in streetscape improvements to effectively integrate higher density residential develop- ments into lower-density settings. Strategy: Know the Area Jurisdictions and conumunity development spe- cialists can assist developers pursuing afford- able housing and other projects by providing information early on neighborhood issues and key neighborhood players. Lists of neighbor- hood organizations, schools, churches, support and advocacy groups and descriptions of city initiatives and projects can be helpful in con- ceiving a successful outreach strategy. Local governments can further assist by building political support for projects before they begin moving through the approvals process. Strategy: Offer Dispute Resolution Services For projects encountering significant commu- nity resistance, facilitators can act as neutral parties to assist with the dispute resolution process. In addition, some municipalities have developed programs to help resolve communi- ty conflict. If the city is not perceived as a neu- tral party or has no such program, local non- profits that offer dispute resolution services may be used. Addressing disputes need to occur well before the approval process. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR P~JBLIC REVIEW CHAPTER Strategy: Address Short-term Parking Requirements Jurisdictions can implement, programs to ensure that parking will be available for local residents and businesses and avoid objections to reduced parking requirements, in areas that have previously had free parking, short-term metered parking can be implemented to ensure that on-street parking remains available for shoppers. A permit system can be created for residential areas experiencing problems with- spillover parking from coroanercial or employ- ment centers that limits parking to cars with residential parking permits or within strict _hours or time limits. Case Studies Overcoming Opposition to Density - Mission Bay Community Process Mission Bay, a former rail yard in San Francisco, is a 350-acre district just south of downtown. Due to the site's location adjacent to the planned 3rd Street Light Rail, the city and the developer agreed to pursue high-density residential and commercial devel- opment. However, the surrounding community strongly opposed the density, which was per- ceived to be too high. Recognizing that commu- nity support was critical to the success of the project, the developer hired an Urban Design consulting firm to conduct public outreach. Over a 6-month period of intensive hands-on working sessions, skeptical community mem- bers determined ways to address density, mixed-use activity, open space and respect for environmental resources, and other issues. The result was an educated citizenry and a set of design guidelines for a high-density, transit-ori- ented community. Bay Area Smart Growth Footprint The Bay Area Alliance for Sustainable Development, the Association for Bay Area Governments (ABAG) and other regional agen- cies are co-sponsoring a regional growth study for the Bay Area. One of the tools that. will be used is a community image survey targeted to each County. Using local photographs, the sur- vey will allow participants to rate the types of developments they would like to see in their community. The results will help local govern- ments, residents, developers, and bu~'messes better understand the development prefer- ences in the different communities around the Bay. Berkeley Senior Housing Shattuck Senior Homes, a recent affordable senior housing project in downtown Berkeley developed by Affordable Housing Associates (AHA), is car-free. Seniors below median income have very low vehicle ownership rates. This project is also near most crucial services, including healthcare, and is served by BART and several AC Transit lines. To ensure that residents didn't simply park on the street, AHA restricted tenants' ability to obtain residential parking permits from the city. Resources Blueprint 2001: Hozizing Element Ideas a?~ Solutions for a Sustainable and Affordable Future, Association of Bay Area Governments, 2001. Community Image Surveys, Local Government. Commission, www. lgc.org Developing Your Center: A Step-by-Step Approach, Puget Sound Regional Council, May 1996. www. psrc.wa, com Photosimulations, Steve Price, Urban Advantage, 510-486-0427, www. urban-advantage, corn The Toolkit of Alte.~zative Choices: Building Blocks for Better Communities, Treasure Valley Futures Project, April 2001, www. tvfutures, org VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM g3.02 DRAFT FOR PUBLIC REVIEW CHAPTER OPPORTUNITY AREA 2: FLEXIB, LE ZONING STRATEGIES Devising flexible zoning strategies, such as mixed use and ~ansi,~ zoning, c~n advance the goals of Bes~ Practices. Zoning, originally conceived to separate nox- ious land uses from residential areas, is intend- ed to guide the location and intensity of devel- opment and to establish enforceable standards. It is the fundamental method of land use con- trol in use by local governments in the United States today. However, due to the way tradi- tional zoning is structured it can be obstacle to implementing Best Practices, and create unin- tended consequences including increased dependence on the car, rapid consumption of open space and natural areas, and higher infra- structure costs. Several issues make traditional zoning a barrier to Best Practices development: · It presumes that different land uses are incompatible and should be functionally sepa- rated. · It creates development patterns focused on single use zones resulting in large distances between uses, which effectively increases dependence on the automobile and reduces opportunities for walking, biking and transit. · It tends to favor detached single-family homes as the optimal residential setting. · It creates site and building designs that encourage auto travel and discourage travel by pedestrians and transit by stipulating large building setbacks, high parking requirements, and low residential and commercial densities. · It is fairly rigid and static as currently prac- ticed, aiqd is slow to respond to changing trends in demographics, social preferences, or advances in design. For example, many areas are predominantly zoned for low-densi- ty, single family homes. However, with an aging population, more "empty nesters", and a trend away from the nuclear family, munities need a wide variety of housing types and increased access to services that is difficult to provide under many current zon- ing practices. However, the concept of zoning does have virtues. It can be re-designed to encourage development that is supportive of pedestrians and transit, follows good design principles, and creates unique, livable places. Jurisdictions should re-make their zoning policies to meet the goals and objectives of Best Practices. Short-term changes can be made administra- tively that add flexibility to existing codes, and large-scale zoning revisions should be tied to General Plan updates. All changes should be made to support a publicly formulated vision for growth and change. The following are strategies to help local governments reinvent traditional zoning and encourage the creation of more livable communities. INFRASTRUCTURE IN URBAN AREAS Infrastructure costs more in urban areas. A U.S. Environmental Protection Agency study of a possible brownfield redevelop- ment in Son Diego, found thor the infill site would require an estimated one million dollars in new public infrastructure, in comparison to the five to eight million in public infro-structure costs should the same project be built on a greenfield. "in effect, zoning becomes a problem rather than a soluifon for managing com- munity end development.' Source: Flexible Zoning by Porter, Phillips end Lesser. 03.02 A MANUAL OF BEST PRACTICES FOR iNTEGRATiNG TRANSPORTATION AND LAND USE '~ I)RAFT FOR PUBLIC REVI?,¥ CHAPTER flames meshed with fively village centers are illegal. The codes and culture context that shaped aur most livable smaller cites and inner suburbs- our Marbleheads, our Pasadenas, our Shaker fleightes-became criminal. - Jane floltz Key, The Asphalt I~a#an Strategies Stratt~y: Allow Mixed-Use Zones Best Practice developments promote the com- bination of many uses in single areas to create vibrant communities by bringing together dif- ferent activities such as housing, retail, jobs, and public services like schools and libraries. By allowfl~g varied uses in closer proximity with one another, mixed-use zones increase the opportunity for people to walk, bike and take transit. A primary tool for doing this is to allow in the zoning code for a diversified mix of land uses within zones. While many zoning codes in Santa Clara County jurisdictions allow other uses with a conditional use permit, obtaining this permit can be arduous, time consuming and costly, especially if there is public opposi- tion to the project. Strategy: Allow Staff Decision-Making Authority for Minor Zoning Adjustments While an extremely important part of the plan- ning process is public involvement in decision- making, overly burdensome public hearings for minor or policy-supported variances can be time consuming and costly for developers. This is especially true with Best Practice develop- ments, which under current practices, may require a series of variances from the existing zoning codes or conditional use permits. One way to level the playing field is to provide staff with a reasonable level of auth6rity to interpret policy and approve changes in minor project revisions. This could be accompanied by guide- lines for interpreting policy objectives and reg- ulations. Creating clear design guidelines and policy objectives can also facilitate staffqevel approvals. The cities of San Jose, Santa Clara, and Mountain View allow for administrative approval of variances and conditions of approval through the chief zoning or planning officer. Strategy: Allow Smaller 'Zones' for Individual Uses Many single-use zones are excessively large, which increases the separation of uses and stimulates automobile use. To promote the principles of Best Practices while also support- lng single-use zoning, local governments should consider reducing the size of their sin- gle-use zones to bring compatible uses within walking distance of each other. Creating a more fine-grained urban fabric combined with higher densities provides numerous trans- portation benefits because the frequency and distance of trips can be reduced. Human-scale urban design that supports transportation alternatives and creates a sense-of-place should supplement smaller zones. Urban design principles are presented in Chapter 3. Strategy: Transit Zones Local governments can support VTA's transit investment by creating transit zones that allow higher densities adjacent to transit corridors and stations, a mix of uses, and encourage design and architectural features that create a safe pedestrian environment. A transit zone is essentially a mixed-use zone organized around the transit system. Several jurisdictions within Santa Clara County have transit zones, or a transit overlay of the existing zoning, including San Jose and Mountain View. Other jurisdic* tions, such as Palo Alto, Sunnyvale and Santa Clara have taken into account the availability of transit in determining the level of allowable development intensity. Strategy: Minimum Density Requirements Zoning codes typically set only a maximum residential densities or commercial Floor to Area Ratios (FAR) to protect surrounding developments from an incompatible scale of development, and in some cases, limit develop- ment. in areas with frequent transit service, local governments can implement rninimnm density requirements to support increased transit use and reduced land for development. Developers often support minimums because they are guaranteed to be able to build a cer- tain number of units. When setting these stan- dards, local govenunents should take into account densities that are compatible with existing development and the community's vision for the future. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW CHAPTER AVERAGE DENSITIES Suggested minimum average densities to support frequent transit service: Residential Densities 30 DUA to support 1 O-minute headways 2.7 DUA to support 3a-minute headways Commercial Densities 2.0 FAR to support frequent transit Source: Building Livable Communities, Local Government Commission Strategy: Reduced lot size/setbacks Allowing smaller lots and reducing building set- backs in residential areas can increase density and create a diversity of housing types without adversely affecting the character of existing neighborhoods. In areas targeted for growth, such as cores, corridors and station areas, local governments should reduce building setbacks to five feet for residential and commercial buildings, with larger setbacks up to 15 feet for spaces that provide public amenities, such as plazas or seating, or to highlight a building of civic importance. Applied consistently reduced setbacks help create a street wall and a more attractive pedestrian environment. Strategy: Allow Accessory Units In lower-density residential areas, jurisdictions should consider revising zoning codes to allow accessory units, or 'granny flats'. Allowing these units is one of the most. efficient and benign ways of increasing the supply of hous- ing, meeting the demand for smaller housing units, and are a viable alternative to apartment complexes. They are an effective mechanism for preserving existing lifestyles, providing affordable housing, and responding to changing demographics. In order to allow accessory units, jurisdictions can revise zoning codes to change the definition of a multi-family unit or alter the minimum dwelling unit size, maximum allowable density, side setbacks between mxits, and access requirements. Strategy: Allow Attached Units Attached units (duplexes, triplexes, row hous- es and townhouses) can increase density and affordability without negatively impacting the look or feel of established neighborhoods. In some commurdties, attached units are strictly forbidden because they are classified as multi- family housing, in some they require a vari- ance, while in others restrictive requirements, such as minimum lots size per unit or side set- backs, make such housing difficult. Zoning codes can be revised to allow attached units in appropriate single-family zones without any special requirements, provided they blend with the existing character and scale of the neigh- borhood. Case Studies Oakland General Plan (Mixed Use Development around Cores, Corridors and Station Areas) In its 1998 update of the General Plan, The City of Oakland used the concept of cores, cor- ridors and districts as the basic planning struc- ture of the city. During the process, the city identified showcase districts, city corridors, neighborhoods, activity centers, and transit- oriented districts in the city's eight BART sta- tions and one major bus transfer location. In addition, City planning staff realized that a sin- gle mixed-use classification was too limited for the wide variety of mixed-use districts within the city. Numerous mixed-use land use classifi- cations were developed to respond to the plan- ning needs of these different areas. These include the categories of "Corridor Mixed Use Classifications" - Urban Residential, Neighborhood Commercial, and Community Commercial land uses - and "Special Mixed Use Classifications" - Central Business District, Mixed Use Waterfront District, and Housing and Business Mix. The Oakland General Plan is an excellent example of how Best Practices can be incorporated into General Plans. Transit-Supportive Oveday Zoning (Arlington Courtly, VA) To promote more transit-supportive develop- ment, Arlington County, Virginia, just outside of Washington, D.C., targeted key station areas for growth. The County created a specific overlay zone for transit centers and amended 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE J~ DRAFT FOR PUBLIC REVIEW CHAPTER the comprehensive plan with the designation of a specific "redevelopment district." A specific site development plan and site development guidelines accompany the "redevelopment dis- trict" designation and contain development standards for building setbacks, heights, park- ing, and pedestrian and transit access. For fur- ther information, visit www. co.arlington.va.us/cphdY Land Use Ordinance for Multiple Use Dislricts (Beaverton, OR) Beaverton, Oregon, outside of Portland, devel- oped a multiple use ordinance that promotes the mixed-use and transit-supportive develop- ment. The ordinance, which is applied to districts located within a mile of light rail sta- tions, is designed to create neighborhoods that are less dependent on the automobile than other suburban areas. Specific actions include increased densities, set-asides for public plazas and parks, and locating off-street parking in the rear of buildings. For further information, visit www. ci.beavert, on.or, us/departments/communi- ty/development.html Resources Center of Excellence for Sustainable Development, Department of Energy, www. sustainable, doe. gov Creating Transit-Supportive Lm~ Use Regulations, Morris, Marya (ed.), American Planning Association, Planning Advisory Service, Report Number 468, 1996. Light Rail Transit Station Zone, City of Portland, www. planning, ci.portland, or. us/ Livable Communities Workbook, Portland Metro, www. metro-region, org/growth/tfplan/lcw, htm The Planner's Guide to Specific Plans, California Governor's Office of Planning and Research, www. ceres, cs. gov/planning/spe cific/index.ht ml~qndex_anchor). Planning and Design for Transit, Tri-County Metropolitan Transportation District of Oregon, March 1993. The Principles of Smart Development, American Planning Association, Planning Advisory Service, Report. Number 479, 1998. Tamien Station Area Specific Plan, City of San Jose, Department of City Planning and Building, March 1995. Transit Overlay Zone, City of Mountain View, CA www. ci. mtnview, ca. us 10 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03,02 DRAFT FOR PUBLIC REVIEW CHAPTER OPPORTUNITY AREA 3: CLARIFYING DESIGN EXPECTATIONS Design guidelines can help establish the 10ok and feel of neigh- borhoods. They should be developed through a substantive public process and provide a clear framework for change. Jurisdictions rarely explicitly state an urban design vision. The design of new developments is then, by default, driven by the physical plan- ning requirements - such as front and side yard setbacks, height and bulk limits, and building density - outlined in zoning codes. This prac- tice tends to quantify the development process and remove the qualitative - design-related - aspects. As a result it is not uncommon see relatively high-density developments with designs that are physically separated from transit and sur- rounding structures, pedestrian-unfriendly, m~d have poor associations with adjacent, uses. These types of developments reinforce the negative perceptions of high-density develop- ment and can produce the negative aspects of growth, such as loss of open space, noise, and traffic congestion without providhxg the bene- fits of Best Practices developments - high- quality pedestrian space, usable open spaces, and a sense-of-place. In other words, increas- Lug development, opportunities through the zoning code will only create the desired bene- fits if those opportunities are supported by good design practices. Issues that inhibit good design include: · Absence of a common vision - Jurisdictions rarely state clear design objective in a policy document such the General Plan. · Lack of design guidelines - Because they can be expensive and time consuming to develop, few governments have created design guide- lines for individual districts or entire jurisdic- tions. · Institutional barriers - Zoning, street design and other development-related standards are often cited as impediments to good design. · Design is considered too late in the process - Developers like certainty - and for their projects to fulfill a community's vision they need to know what that vision is. Design review Dy local governments of specific projects is often conducted too late in the process to make significant changes. Since developers have already spent tremen- dous time and energy working with archi- tects to develop detailed designs, changes late in the process increase the cost of devel- opment and can create a hostile meeting environment. Zoning should define the location, intensity, and use of a new development, while design should direct the aesthetics of a development. Ideally, zoning and design should be coordinat- ed so that both convey the Best Practice design expectation. The following tools and processes can be used to help jurisdictions create and communicate a clear vision for design in their community. Increasing development opportunities through the zoning code will only create the desired benefil~ if those opportunities are supported by good design practices. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 11 DRAFT FOR PUBLIC RE¥1EW CHAPTER Strategies Strategy: Clarify the Vision Early Jurisdictions can help articulate a community vision to citizens, developers, and staff in all city departments in order to enhance accept~ ance and implementation of the design vision. First, the design guidelines should be clearly stated in the General Plan and supported by appropriate zoning regulations. Next, jurisdic- tions can conduct developer outreach to con- vey the community vision early in the develop- ment process. One option for doing this is to create and distribute a catalog of Best Practice projects from within the jurisdiction or sur- rounding areas to give developers an idea of what "good" design is. This allows developers to formulate proposals that meet the cities vision of good development. Finally, jurisdic- tions can provide developers with "staff reports" on previous projects to give them information on the City's response to previous projects. Mountain View is an example of juris- diction that provides this service to developers. Strategy: Develop Design Guidelines The best way for local governments to articu- late the community's vision for specific districts is to develop design guidelines for develop- ment. While there is no specific format for design guidelines, they usually identify non- quantifiable provisions, leaving the numeric standards for the zoning regulations. As such, zoning standards and other development regu- lations must be coordinated with design guide- lines. Further, it is important to balance stan- dards with guidelines to allow for flexibility in the design process. Strategy: Pursue Catalytic Projects One of the biggest hurtles with implementing Best Practices is overcoming the inertia of developing the first well-designed project in a district. Numerous jurisdictions have found that pursuing a single project with Best Practices design in a strategic location has a "catalytic" effect that stimulates similar devel- opments on nearby parcels. For instance, a new mixed-use development with a street wall at a key intersection could spur additional new development reinvigorating an abandoned main street. It takes time and resources to bring a catalytic project to fruition. For catalytic projects to succeed, jurisdictions need to lend a hand by laying the groundwork for change. Recruiting appropriate developers and tenants, working with the community, guiding the project archi- tect, providing f'mancial resources or incen- tives, or assisting with land assembly are examples of actions that can help catalytic projects succeed. It may also require some tough decisions from policy-makers, such as the narrowing of roadways or the removal of traffic lanes. Case Studies South El Camino Real Guidelines IPalo Alto, CA) In the South E1 Camino Real Guidelines, Palo Alto lists prototype transit-oriented develop- ment projects that are considered model developments along with some basic statistics about each. This provides developers with ideas about what the city views a desirable projects. Traditional City Design Standards (Orlando, Florida) The City of Orlando created design standards for three large inffll developments around the downtown area. According to the City of Orlando web page, the goals of the standards are the "establishment of a spatially coherent and identifiable 'sense of place' through com- plete neighborhoods, development of compact and clearly identified communities built around sets of neighborhoods, a mixed use of land, equal consideration to all modes of trans- portation, and establishing civic spaces for social interaction and community building." Design standards are provided for a variety of uses including residential, neighborhood con- venience retail, and office uses in a number of different areas, including residential, commer- cial, and mixed-use districts. These guidelines focus on the scale, fa~a.de material, roof styles, orientation of the building, and pedestrian accessibility. For more information, visit www. cityoforlando.net. 2 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC CHAPTER Smart Growlh Matrix (Austin, TX) To streamline me review process, give a clear sense of development expectations, and pro- vide a financial incentive for Smart. Growth, the City of Austin (Texas) created a "matrix" that evaluates development on a number of prede- termined criteria including the design of new developments. Projects that score highly on the evaluation, receive a variety of fee reductions and financial incentives such as infrastructure investments by the City. Not only does Austin put its money where its vision is, but it also reduces regulatory uncertainty and provides developers with a clear sense of the city's vision for growth and development. (Information on the Smart Growth Index can found at www. ci.austin.tx.us/smartgrowth/sgmatrix.htm) Resources C'reati?~g Livable Communities: A T~?~sit~Friendly Approach, Regional Transportation District, 1995. Caltrain Transit-Oriented Development Guidelines, Peni~.~ula Corridor Joint Powers Board, October 1997. Design Review, Henshaw, Mark L., PAS Report 454, American Planning Association, 1995. Planni?~g for Transit-Friendly Land Use: A Ha~tbookfor New Jersey Communities, New Jersey Transit, June 1994. South of Forest Area (SOFA) Coordinated Area Plan Development Standards and Design Guidelines, Palo Alto, www. city. paloalto.cs, us/sofa/pdfffles/ chapterS.pdf 03.02 A MANUAL OF BEST P~ACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE ]~ DRAFT FOR PUBLIC RE¥1EW CHAPTER The rigid framework of current street standards has resulted in uniform, unresponsive suburban environments. OPPORTUNITY AREA 4: INNOVATIVE STREET DESIGN STANDARDS Streets need not be m,~-size-fit,s~lJ as in the past and shouJd be designed within the context of surrounding uses. FlexJbilib, in street design is a necessary eJement o~ cre~ting Bes~ Practices pieces. Today's street design standards are based on the function of a street as it relates to "effi- cient, free, and rapid fiow of traffic" and how design elements affect traffic capacity. A con- triubuting factor is that street design must accommodate emergency vehicle access, which affect minimum street width and the use of traffic calming devices. Best Practices advocates the design of streets in context with the surrounding land uses and all tramsportation modes and with sensitivity to people and communities. There is a place for current street design standards, but the per- ception of "one size fits all" and blind applica- tion of standards is inappropriate and has to be changed to create livable communities that are in balance with transportation systems. The following strategies offer ways for local govern- ments to facilitate change in the look, feel and function of streets in the community. Strategies Strategy: Practice an Interdisciplinary Approach to Street Design Streets are an integral part of the community, and should be designed in conjunction with every other aspect of community, from the General Plan to the site plan. Traffic engineers should partner with planners, urban designers, architects, emergency response officials, and the community when desig4~ng new streets or reconstructing existing ones. This interdiscipli- nary approach encourages communication with those designing other elements of the community and those who use the streets daily. Departments within local governments can collaborate on street design using various planning vehicles such as General Plans, Specific Plans, and streetscape plans. Strategy: Cross-train Street Designers and Planners Cross-training engineers and planners in their respective areas of expertise creates a collabo- rative environment for designing and develop- lng streets. When engineers understand abstract concepts such as urban form, place- making, scale, and spatial definition they can better understand how street design decisions affect the whole. Similarly, planners, urban designers, and architects can benefit from understanding the fundamentals of traffic engineering. Strategy: Flexibility in Design Review current design standards, and state and federal guidelines, and encourage flexibili- ty in their use. AASHTO provides substantial flexibility in its guidelines, yet frequently only the maximum values are translated to local government standards. These standards should be refined to go beyond the functional classification system, and provide a range of acceptable dimensions and design strategies - including rationales for when and how to apply them. Strategy: Understanding Tort Liability Liability is one of the least understood aspects of street design, but is one of the most fre- quent cited reasons for why traffic engineers won't deviate from maximum standards. Tort liability occurs when a court finds an agency responsible for injuries caused by negligent street design. Tort liability cases either argue that 1) an agency deviated from adopted prac- tice or standards (Mandatory Duty), or 2) that a designer deviated from adopted practices and failed to exercise a standard of care - so the safe path is to use maximum values and not deviate from them. Traffic engineers must fully understand their agency's liability respom sibilities and discretionary immunity in apply- 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBliC REI, qE~',t CHAPTER ing flexibility in street design. Agencies should hold workshops on tort, liability and provide policy direction so that the legal ramifications of design flexibility are understood. Addition- ally, engineers must be diligent in documenting their rationale for application of design flexibili~ ty, particularly when they deviate from adopted standards. Ultimately, agencies should use these rationales to develop and adopt alterna- tive design standards. Strategy: Periodically Re-calculate Assigned Street Classifications Agencies should frequently reevaluate their functional classifications to determine if the use of streets has changed over time. Land uses in redeveloping areas may change in char- acter and function, becoming more pedestrian° friendly or transit-oriented. Streets should change when land uses change. Original design speeds may not match the evolving character of the street, and may result in a street that is less safe. Lowering the design speed may be an appropriate solution where the intensity and function of the adjacent land use is more pedestrian and transit-supportive. Strategy: Alternative Standards for Special Areas Local agencies may adopt alternative street design standards or "Best Practices for pedestrian, m~d transit-oriented areas" such as cores and corridors, and central business districts. Planning tools such as specific and streetscape plans can be utilized to develop specific standards tailored for individual streets or districts. The Best Practices contained in this document can serve as the foundation for alternative street design standards. dards but. were higher than the minimums established in the AASHTO Green Book. The MSHA now relies exclusively on AASHTO guidelines for highway design projects. Resources Creating Livable Streets: Street Design Guideli~zesfor 2040, Metro Regional Services, November 1997, www. metro, dst. or. us Flexibility in Hi{Thway Desi~, US Department of Transportation, Federal Highway Administration, Publication Number: FHWA-PD-97-062, 1997. "From Highway to My Way," Reid Ewing, Planni.ng, American Planning Association, January 2001. A Policy on Geometric Design of Highways ancl Streets, American Association of State Highway and Transportation Officials, 1994 Street Design Sta~(lards for Healthy Neighborhoods, Dan Burden, Local Government Commission Center for Livable Communities, January 1999, www. lgc.org "Street Standards and the Shaping of Suburbia," Michael Southworth and Eran Ben-Joseph Planning, American Planning Association,, winter 1995 Issue. Case studies Maryland State Highway Administration In 1998, the Maryland State Highway Administration (MSHA) formally discarded the use of the state's highway design manual. The administration's deputy chief engineer felt that the design standards in the manual were gener- ally oversized and discouraged innovative and flexible street design. Further, Maryland was losing legal challenges in cases where the street design deviated from the state's stan- 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE lr-~ DRAFT FOR PUBLIC REVIEW CHAPTER OPPORTUNITY AREA 5: REVISING LEVEL OF SERVICE POLICY LOS policy and Transportation Impact Analysis should be modified to account for the behefits of a muJtimoda~ trans,oor talon system. Many land use jurisdictions adopt a Level of Service (LOS) Policy to require that street intersections operate at a minimum threshold LOS. For intersections, LOS is a measure of traffic flow based on amount of delay the aver- age driver must endure before proceeding through an intersection. Most cities in Santa Clara County feature such policies in their gen- eral plans. In addition, the California statute creating the congestion management agencies, of which VTA is the designee for Santa Clara County, features an LOS policy that sets the minimum threshold LOS at "E" for designated regionally significant intersections. The statute empowers VTA to hold land use jurisdictions accountable for maintaining minimum LOS for intersections in their control. LOS policy has historically been used as a tool to both limit development in places where traffic was deemed to be too high, and to pro- vide a method of requiting new development to pay for the vehicle capacity improvements to acconumodate associated traffic. One effect of this policy has been to penalize new devel- opment in places with already-high traffic vol- umes and thus LOS near the minimum thresh- old, and to encourage development in mostly undeveloped areas, where LOS is not near the minimum threshold. Current LOS policy can therefore be a large impediment in places where intensification of development is desired. This is because the monetary costs of providing more vehicle capacity at intersections can be prohibitive, and because providing such capacity can include degradation of the pedestrian, bicy- cling, and transit environments. The challenge, then, is to allow for and encour- age infill development without requiring implementation of roadway modifications that nm counter to muitimodal goals, while also LEVEL OF SERVICE POLICY VVhot is Level of Service? Vehicle level of service (LOS) for intersections is a measure of traffic conditions at an intersection and is determined by average delay a vehicle will experience before getting through the intersection. There are six intersection LOS grades that range from A--the highest--to F--the lowest. The following are the six grades and their characteristics. Level o[ Service intersection delay is less than 5.0 seconds per vehicle intersection delay ranges from 5.1 to 15.0 seconds per vehicle intersection delay ranges from 15.1 to 25.0 seconds per vehicle Intersection delay ranges from 25.1 to 40.0 seconds per vehicle Intersection delay ranges from ~.0.1 to 60.0 seconds per vehicle .. Intersection delay exceeds 60.0 seconds per vehicle 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR ?~IBLJC REVIEW CHAPTER retaining a jurisdiction's power to require new development to pay for needed transportation improvements. Strategies Strategy: Reform Transportation Impact Analysis Many trip generation models do not take neigh- borhood density, demographic factors and proximity to transit into account when project- lng the number of vehicle trips produced by a new development project. All of these charac- teristics bear significantly not only on the nura- ber of vehicles that a household is likely to own, but also on the number of trips they take. The assessed impact of infill projects in dense urban areas or near transit stations should take these characteristics into consideration. Furthermore, impacts are only evaluated from the perspective of automobile drivers and pas- sengers. Neither of these considers the condi- tions for pedestrians, bicyclists or transit rid- ers, who are disproportionately affected by the increased congestion. Improvements such as increased transit service are evaluated based on the added inconvenience to drivers, while the overall reduction in travel time for the aver- age person is ignored. The trip generation models and performance measures used to evaluate the impacts of new development projects should be reformed to include the many different modes employed by new residents or workers. Person*delay indices and trip generation models that take demo- graphic and locational characteristics into account should be sought out or developed to evaluate projects from a multimodal perspec- tive. Strategy: Conduct Multimodal Assessments New development proposals already are required to perform an analysis on vehicular travel to determine potential impacts and improvements; a multimodal assessment can add insights as to what kinds of pedestrian, bicycle, and transit improvements can be made to enhance the multimodal travel environment. A multimodal assessment may investigate side- walk continuity, condition, and width, pedestri- an crossings, bicycle lanes, street trees, bus stop amenities, bus priority lanes, and other elements of the multimodal environment. In doing so, the assessment identifies improve- ments that a proposed development may fund in order to increase the use of alternative modes and alleviate the burden on roadway intersections. Strategy: Overriding Considerations This tool is already available for use in the Environmental Impact Report. (EIR) process required by the California Environmental Quality Act (CEQA), through which projects must go to determine their environmental impacts. A jurisdiction can utilize Overriding Considerations to conununicate that a project's overall benefit to the community will outweigh the traffic impacts that will go unmitigated. This way, a good project that may not have been possible if traffic mitigations were required could now go forward. The disadvan- tage of this tool is that projects which may pre- viously have been able to utilize the less oner- ous Mitigated Negative Declaration process would need to complete full EIRs, since their traffic irapacts would go unmitigated. Strategy: Adjust Policy By adjusting or elin-dnating its LOS policy, a city can release development proposals from their legal obligation to complete an EIR to examine traffic impacts. LOS PoLicy adjust- ments can be focused to specific areas such as transit corridors, downtown cores, and focused development areas. This strategy would help level the playing field between inffll and green- field projects. In absence of combining with another tool, the land use jurisdiction loses legal authority to require new development to fund new transportation improvements. Therefore, this strategy would need to be com- bined with another mechanism for ftmding transportation improvements. Strategy: Develop New Multimodal LOS Measures By developing new measures for pedestrian, bicycle, or transit LOS, land use jurisdictions can then adopt minimum standards of LOS for those measures. In doing so, they create legal authority to require new development to 03~02 A MANUAL OF BEST ?RACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE 17 i]R.~-T FO~ P~BLIC ~EVIEV/ C HAPTE R ~'"~ install multimodal transportation improve- ments, as defined in the new LOS measures. Development would then be responsible for maintaining an LOS standard for vehicles, pedestrians, bicycles, and transit. This strategy is not simple, though, because it requires that local jurisdictions decide how much a specific improvement is 'worth' in LOS. Strategy: Replace Specific Vehicle Mitigation with a General Impact Fee One way for local jurisdictions to retain their ability to fund new transportation infrastruc- lure while removing the bias toward vehicle capacity improvements is to replace the system of requiring new development to fund such improvements with a use or size-based impact fee. Under such a fee structure, new develop- ment could be required to pay a fiat fee based on its type of land use, size or both. Local gov- ernments could then use collected fees to pay for truly multimodal transportation improve- ments, prioritized through a community plan- ning process that matches improvements to community needs. The benefit of this structure is that it removes both the incentive for green- field development, as all development, regard- less of location, would pay similar fees, and the bias toward only vehicle mitigation, while lear- Lng intact the commitment of new development to fund needed transportation improvements. An added benefit is that local jurisdictions could choose to build 'discounts' into the fee structure for projects which are located in community cores or high-transit areas and incorporate Best Practices into site and build- Lug design. Los Angeles Counly Congestion Management Agency The LA County CMA instituted a point system for its member cities whereby new develop- ment is assigned a number of points based on the size of the development, and these points can be subtracted by inclusion of certain proj- ect features. Cities are required to ensure that their total development points do not exceed a specified level on an annual basis. San Mateo County C/CAG C/CAG, the CMA for San Mateo County, insti- tuted a 'trip reduction' system. New develop- ment is required to perform vehicle LOS analy- sis as before, but can deduct trips from their trip generation by incorporating items into their projects from the C/CAG list. Resources City of Fort Collins Transportation Master Plan a~l Pedestrian Plan (multimodal level of service), City of Fort. Collins Planing Division, September 1997 Modeling the Roadside Walking Environment: A Pedestrian Level of Service, Bruce Landis, et al, TRB Paper No. 01o0511, November 2000. Case Studies Fort Collins, Colorado The City of Fort Collins created new LOS measures for pedestrians and bicyclists, and adopted that set of minimum thresholds for the new LOS measures. The LOS measures are based on the condition of the pedestrian and bicycling environment, and have grades similar to vehicular LOS, from A through F. Standards for minimum LOS are set based on location. 8 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLI(i REVIEW CHAPTER OPPORTUNITY AREA 6: RETHINKING PARKING REQUIREMENTS Best Practices promotes rethinking how parking can be integrated into communities. This includes both the design of parking facilities and the economics of providing abundant free parking. In Santa Clara County, most trips are made by car and vast amounts of land are dedicated to parking - this has a tremendous impact on the design of buildings and neighborhoods, and individual transportation decisions. The amount of parking required for each develop- ment is codified in zoning regulations and is based on conservative national standards and the requirements of financial institutions. These standards, which usually don't account for locational or demographic characteristics, are structured accommodate the worst case scenario - to ensure that there is ample parking for every resident, every employee, every shop- per, every day at all times. One study used in this manual found that 20 percent of urban land is devoted to off-street parking. Current parking requirements reinforce the car-culture, and are a major obstacle to creat- ing transit-and pedestrian-friendiy communi- ties. Specific issues that must be addressed regarding parking requirements include: · High parking ratios reduce the development potential of sites and require that more land be used for the same amount of housing, retail and commercial development. · Requiting vast expanses of parking separates land uses, lowers density, and reduces the walkability of neighborhoods. This also has an impact on transit use due to lower resi- dential and commercial densities and greater distances between buildings and streets. · Parking is costly, and providing lots of it adds significant cost to developments - costs which are passed along to consumers. · Parking has a tremendous negative visual impact on the built environment, and is a poor overall use of land. · Water quality is degraded due to increased urban runoff and loss of permeable soil. Traditional approaches to parking sustain car dependence and sprawling built environments. While there are many tools designed to help manage traffic, parking controls are one of the most valuable tools for limiting growth in traf- fic congestion and the other negative effects that. automobiles can have on community liv- abmty. LITTLE KNOWN FACTS Parking Costs in Bay Area The average surface parking space costs $3,500 while the average structured parking space costs between $15,000 and $25,000. These costs are in addition to the $9,500 for land costs per space based on 315 square feet per parking space and land cost of $30 per square foot. Land Area D~vot~d to Ihe Automobile In urban areas, 25 to 30 percent of tand is typically devoted to streets and another 20 percent to off-street parking. In 1998, there were approximately 90,000 acres devoted to streets and parking in Santa Clara County. Each automobile demands 7 parking spaces, 1 at home, 1 at work, 1 at the mall, and 4 on the roadway. With 1,111,000 cars registered in the County in 1999. This translates to ~.78 million parking spaces in the county - or over 40 square miles of parking alone! Providing parking for the cars associated with projected growth by 2020 will require another 8.6 square miles of land- that's equal in area to o four-lane road almost 950 miles long. 03.02 A MANUAL OF BEST PRACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE 19 DRAFT FOR PUBLIC REVIEW (~) C HA PTE R ~lt MYTHS AND FACTS ABOUT PARKING Mylfl: Par~ing ra~os are based Fact:. on actual usage One national study found that typical peak parking for office uses is between 2.0 and 2.8 per 1,000 square feet, while most standards are in the range of 3.5 to 4.0 per 1,000 square feet. Mylfl: There is no relationship between density and auto-ownership Facg National, state-wide and local studies have shown a significant relationship between housing density and vehicle ownership rates. According to one national study, vehicle ownership fell by. 11 vehicles per household with every one percent increase in housing density (about two thirds of a unit per acre). Areas with a mix of land uses were also found to have lower levels of auto ownership. (Source: Schimek, 1996) Mylfl: Household income does Fact:. not affect rates of auto ownership Lower income households own fewer vehicles than households at or above the median income, in the Bay area, the average rate of vehicle ownership is 1.76 per household. For households at 48 to 60 percent of area median income, the average rate of vehicle ownership is 1.3 per household. (Source: 1990 US Census Data, Metropolitan Transportation Commission, 1995.} M,/Ih: Renl~rs own Ihe same Fact:. number of cars as homeowners Auto ownership rates are considerably higher in households who own their home versus renters at the same income level. On average, at the same income level, renting households own .4 fewer vehicles than owner-occupied households. Strategies Strategy: Link Parking Requirements to Utilization and Vehicle Ownership Levels Base parking requirements on the amount of parking needed for a specific development given its location, land uses, and demographic characteristics. Data collected on the actual parking utilization of various types of develop- ment, in various locations, and using neighbor- hood demographic characteristics can provide a critical assessment of actual needs. Supplemented with national research on park- lng, this information can be used to support changes to parking ratios in the zoning codes and to make a case to lending institutions to reduce their parking requirements. Strategy: Reduce Minimums and Establish Maximums in Codes Reduce minimum parking requirements in the zoning code. This allows developers to do more with their site such as increase residential den- sities and provide more open space on site. Due to the high costs of buildh~g parking, this can provide a significant l~mancial incentive for developers. To be effective, parking maximums that set an upper limit on the amount of land devoted to the automobile should also be developed. However, employers and develop- ers may be resistant to establishing maximum limits because they equate voluminous parking supply with success. Establishing parking minimums and maxi- mums can be done in specific locations, for certain uses, with projects that target a specif- ic demographic group, or when trip reduction programs are implemented. Pr~ne locations for implementing this strategy are high-density areas, mixed-use areas, jurisdictions or neigh- borhoods with central parking facilities, and areas with frequent transit service. Types of projects where parking requirements can be reduced include affordable and senior housing projects, mixed-use projects, or projects where there is a shared parking agreement. Strategy: Allow Landscaped Reserves In order to meet parking requirements imposed by lending institutions, some jurisdic- tions, such as Palo Alto and Mountain View, have allowed developers to create landscaped reserves instead of constructing parking spaces. This allows developers to meet lender requirements of a certain minimum-parking ratio, reduce project construction costs, and 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT fOR PUBLIC REVIEW CHAPTER provide open space for employees or residents. Jurisdictions that allow landscaped reserves could also track if and when the reserves had to be turned into parking. Strategy: Develop Area Parking Management Plans Coordinated efforts between governments, businesses and landowners can open up more land for development and therefore help neigh- borhoods reach the minimum residential and commercial densities needed to support fre- quent transit service. Jurisdictions across the country have benefited from establishing park- lng management, plans in commercial areas and mixed-use cores. Three strategies can be examined in parking management plans: · Shared parking allows developers to reduce total parking area requirements for individual uses when the uses will share parking facili- ties (including construction, maintenance, and operation). · Common parking is provided by local govern- ments who build, operate and maintain cen- tral parking structures. Tenants and develop- ers may pay into a fund to ensure that there is adequate parking supply. · On-street parking can be allowed to count toward off-street requirements to reduce overall parking requirements. Strategy: Reduce Parking Requirements when Transportation Demand Management (TDM) Plans are Implemented Where Transportation Demand Management programs are implemented, jurisdictions should reduce parking requirements. For instance, a housing development may receive a reduction if it provides residents with transit. passes, car-sharing programs, or shuttles to fixed-route transit services. See Appendix H for more on TDM Plans. Strategy: 'Unbundle" Parking Cost Including costs for parking in rents is a disin- centive for using alternative transportation modes and decreases the affordability of hous- ing. Requiring developers and property man- agers to separate the cost of parking from housing units and commercial space can pro- vide a more equitable allocation of costs by allowing tenants to pay only for the parking they use. To implement this strategy, regulato- ry barriers that forbid developers from charg- ing for parking separately have to be removed. Case Studies Landscaped Reserves and California Park (Polo Alto) Recognizing that parking standards and lender requirements for certain parking ratios often exceed the actual demand for parking, the City of Polo provides staff and decision makers with the discretion to allow some of the land for parking to be held as a landscaped reserve. This allows developers to reduce the number of parking spaces and hold this land as open space. If it turns out that demand exceeds the number of spaces constructed, the landscaped reserves can be convert, ed to parking at a future date. One example is California Park, a 45-unit development, near the Caltrain station where the developer was allowed to build 73 instead of 95 spaces. With the extra land, a developer can build a playground, picnic area, or other public space. Resources Commute Alter~mtives Systems Handbook, Center for Urban Transportation Research,. Tampa, FL: University of South Florida, May 1996. www. cutr. eng.usf, edu/research/cashdoc.pdf "An Opportunity to Reduce Minimum Parking Requirements," Donald C. Shoup, APA Journal, American Planning Association, Vol. 61, No. 1, p. 14, Winter 1995. Parking Alternatives: Making Way for Urban Infill and Brownfields Redevelopment, U.S. Environmental Protection Agency, Washington DC, 1999. www. smartgrowth.org/pdffPRKGDE04.pdf "Parki~g Requirements Impact of Housing Affordability," Todd Littmmx, Victoria Transport Policy institute, 1999, www. vtpi. org Example of Shared Parking Code: "When two or more land uses, or uses within a building (or on t~e some site or adjacent to each other; have distinctly differ- ent hoars of operation (e.g., office and church), such uses may qualib/ for a shared parking credit.' (Olympia, Washington) 03.02 A MANUAL OF BEST P.~ACTiCES FOR iNTEGRATING TRANSPORTATION AND LAND USE 21 BRAFT FOR PUBLIC REVIEW ~J~ CHAPTER Planni~ for Rcsiclem. tial Parking: A Guide for Housing Developers Planners, The Non-Profit Housing Association of Northern California Parking Guide, www. dcrp.ced, berkeley, edu]students/rrusso/p arking/Develope~% 20Manual/index. htm "Reducing Housing Costs by Rethinking Parking Requirements," The San Francisco Planning and Urban Research Association (SPUR), 1999. www. spur. org/spurhsgpkg.html "Strategies to Attract Auto Users to Public Transportation," Transportation Research Board, Transit Cooperative Research Program, Report 40, Washington DC, 1998. Transportation Tech Sheets, Congress for New Urbanism, Transportation Task Force, Congress for New Urbanism, 1999. www. cnu. org/tech_sheets "The Trouble With Minimum Parking Requirers. ts," Donald Shoup, Victoria Transport Policy Institute, 1999, www. vtpi. org/0_land.htm 2 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR. UB,IC RE,IEW CHAPTER OPPORTUNITY AREA 7: ATTRA4~I'ING DEVELOPERS TO BEST PRACTICES Local governments have o variety of tooJ~-m their disposaJ to attract developers who are willing and able to take on Best Practices developments. In E,meryvi~le (above), the City is activeiy promoting the reuse of Brownfie]d sites near ,'he Amtrak station. Local governments looking to encourage and use Best Practices in land development may have difficulty finding local developers and lenders with interest and experience such development. While these concepts are not new, relatively few developers have experience building projects that employ Best Practices. The biggest challenges to Best Practice devel- opment stem from its pioneering nature in Santa Clara County; as pedestrian-oriented, mixed-use projects become more common these difficulties will subside. Until that. hap- pens, local government will need to encourage and assist Best Practice projects more so than is the norm with the average project. Specific issues that must be addressed to encourage Best. Practice Development in Santa Clara County to include the following: · Developer Experience. Many developers are not experienced in dealing with the multi- use, multi-development projects that charac~ terize Best Practices. These projects are often more complex to program, entitle, finance, design, construct and market than a conventional residential subdivision, office park or strip development. · Obtaining Financing. The financial institu- tions that support real estate development have evolved to support, single-use develop- ment, rather than the more complicated mixed-use, or multi-use form, that good place-making often involves. To secure financing, projects must satisfy a set of crite- ria that are not currently tuned to the intrica- cies of mixed-use or transit-oriented devel- opment. As a result, these criteria do not accurately measure the value added to com- munities by these projects, and consequently fall short of accurately assessing the their true worth. · The Higher Costs of ~Place-making' Infi-astructure. The initial infrastructure costs for Best Practices development are usually higher than those for more standard developments that do not attempt to build places, in addition to buildings. The fine- grained street pattern of these projects, the architectural details, and the improvements necessary to create pedestrian-oriented streetscapes and high-quality public spaces certainly requires more thoughtful planning and design, and may require additional investment in initial infrastructure. · Fear of Liability for Environmental Contamination. When redeveloping land in urban areas, developers run the risk of pur- chasing land contaminated by past users. Because landowners can be held liable for the entire cleanup costs (whether they caused the problem or not) many developers avoid these sites. Even when developers are willing to take the risk, they may have a diffi- cult time obtaining financing as lenders have also been held liable for contamination on properties on which they foreclosed. This fear of liability is an issue that communities who wish to reuse previously developed parcels must confront. Strategies Strategy: Look Beyond Local Developers To attract developers experienced in Best Practices, cities, counties and other local land use authorities may fred that they need to open their Request for Proposal process to developers outside the local area, or even seek out experienced developers from other areas, Places like Portland, Oregon, where local gov- ernments have been promoting Best Practices development for years, are more likely to have developers experienced in Best Practice-type developments. Various local planning authori- ties, advocacy groups and planning resources promoting Smart Growth and transit-oriented development have compiled case studies of projects employing Best Practices that can be 03.02 A MANUAL OF BEST PRACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE 23 DRA[T [OR PUBLIC REVIE¥t S CHAPTER used to find appropriate development partners for public land and to connect private landowners with developers who practice these methods. Strategy: Apportion & Mitigate Risk Many different development concepts fall under the Best Practice heading including tran- sit-oriented, mixed-use, high-density, pedestri- an-oriented, new urbanism, and grid-platting. However, they represent distinct project types recognized by lenders as appealing to markets with different demographic characteristics. New developments that mix these concepts must carefully distinguish between the differ- ent aspects of the project and properly target their respective markets. Risks associated with each aspect of the project must be defined sep- arately, and mitigations undertaken to mini- mize these individual risks must be described thoroughly in the development prospectus. This may require that project proposals take on the qualities of a business plan, rather than the more typical plans, architectural drawings and pro forma that support less complex types of development proposals. Local governments that understand the complexity of the prede- velopment work that underlies these kinds of projects, and the delicate balance between dif- ferent aspects of multi-use projects, can be effective at reducing developer risks and attracting quality, vision-fulfilling projects to specific areas. Strategy: Assemble A Team of Developers Capitalize on expertise. Lenders understand that different aspects of complex projects require separate sets of expertise and, because developer experience is a major criterion for financing, demonstrating expertise with each type of development involved is essential. This may require assembling a more extensive development team than would be required for a conventional single-use project. Strategy: Finance Different Uses Separately In addition to assembling a team of developers, an alternate approach to overcoming lender apprehension related to the perceived risk associated with Best Practice development is to distinguish between the project's various uses and then finance each component sepa- rately. For example, Fannie Mae may finance the housing component, while a bank under- writes the retail component, and the transit or municipal redevelopment agency purchases the land and leases it back to other compo- nents. The various portions of the project could be completely autonomous and built by different developers, knowledgeable in their respective areas of expertise. However, the interaction of the various uses has to be care- fully considered and planned before undergo- ing separate development. In a scenario where the various uses are separately developed, local government may become more involved in managing the overall project to ensure that the overall plan and design are not compromised. Strategy: Conduct Innovative Market Analysis and Studies Emerging markets for Best Practices develop- ment consist of different demographic groups than those previously dominating the housing market. Characteristics of these emerging mar- kets include higher per capita Income, smaller household size, and greater use of services per person. These new demographic groups have preferences that diverge from those groups who made car dependent, large lot suburban development the standard residential configu- ration in the second half of the twentieth cen- tury. These emerging groups will trade larger unit sizes for close proximity to amenities and transit. Traditional real estate market studies look to trend patterns in purchasing to gauge demand for housing products (e.g., the various types of housing units). Unlike other markets, con- sumer preferences in real estate are expressed through past patterns in home buying, despite major shifts in demographic patterns. New market analysis needs to be performed that examines changes in household size and iden- tify the housing preferences of these demo- graphic new groups. Since smaller developers cannot afford to perform these sorts of in- depth market studies, local governments can assist in this process by sponsoring area-wide market studies that cover a number of differ- ent targeted sites. 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PI]BLIC REVIEW CHAPTER Strategy: Improve Development and Mortgage Appraisals Best Practices developments typically provide more amenities than neighboring projects, such as better quality design, transit-accessibility, significant streetscape improvements, and pedestrian enhancements. These additional features enhance the value of these projects for years to come, and should be incorporated into project evaluation. For example, transit has been found to have a positive effect on housing value. Other types of appraisal regularly include regressive modeling to obtain a more complete assessment of value, and these same methodologies can be applied to the appraisal of real estate proposals. To further satisfy lender requirements for cam- parables, it may be necessary to look nationally to fid transit-oriented projects that offer more realistic comparisons to local projects. Comparables from the surrounding area often do not support the higher price that extra amenities necessitate, thereby affecting the percentage of the purchase price for which financing can be obtained. This is especially true for suburban infill projects and greenfield projects. Local governments can assist devel- opers by assembling and disseminating a library of information regarding comparable projects in other areas. PROPERTY VALUES ARE LOWER NEAR TRANSIT Property values are lower near transit Many studies have shown that increased transit accessibility ha~ positive benefits that make residential locations served by transit more valuable than those without transit service. Whether in Iow- or high-income neighborhoods, proximity to transit station increases the vaJue of single-family homes. Regressive analysis has shown that home prices decrease with distance from transit stations. Gruen, Gruen and Associates, "The Effect of CTA and Metra Stations on Residential Property Values", 1997. Strategy: Encourage Location Efficient Mortgages An innovative strategy to encourage people to live in areas with frequent transit service and neighborhood shopping is the Location Efficient Mortgage (L~IV0. Studies have found that households in these dense, transit-rich areas make fewer trips by car, own fewer cars, and spend less time on transportat/on than their conventional suburban counterparts. Homebuyers who take out LEMs are rewarded for their choice to live in proximity to transit through increased allowable monthly loan repayments due to the financial savings of transportation expenditures. Developers like LEMs because they expand market potential by increasing the pool of potential buyers. To encourage the t-mancing of homes developed according to Best Practices, local governments can promote the use of LEMs and publicize them alongside other homebuyer assistance programs provided to residents. Governments can also help locating lenders in the area who willing to provide LEMs and work with Fannie Mae. Strategy: Promote Joint Development To offset the higher costs of place-making infrastructure, developers and local ant/ties can pursue joint development or cost-sharing opportunities. Joint development refers to the integration of a real estate development proj- ect with a transit facility or other local proper- ty. Such a project involves both private and public sector investment and resources, with benefits from the project for both sectors. Often, joint, development ventures are devised as a way for the public sector to recapture some of the adjacent real estate value generat- ed by transit investments. These returns can be used to offset the initial costs of building the facility, provide public amenities, and pay operating costs. Joint development agree- ments usually capitalize on excess surrounding real estate obtained in the course of develop- LAg a transit station, or where the facility can be situated within a larger development. Such agreements can include the creation of a long- term lease for a private development project around or adjacent to the station. Projected revenue from ground leases can be used to leverage bonds to pay for capital improve- ments. The feeling of ownership is an important, if sub#e, aspect of urban vitality. Psychologists have taught of that when people do not feel the environment belongs to them, they wilt treat it disdainfully, with vandalism, graffit~ ond neglect. - Partners for Livable Communities, The Livable City 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATINg TRANSPORTATION AND LAND USE '~'~ ~ DI~AFT FnR PUBliC UVIFI'I CHAPTER TRANSPORTATION FUNDS FOR CAPITAL IMPROVEMENTS Many different sources of government funding at the federal, state, and local level are available to assist with transportation related capital improvement projects. The Congestion Management Program, administered by the VTA, programs and oversees much of this funding in Santa Clara County. The Congestion Management Program is currently developing a policy linking local land use decision making to transportation funding through the Capital Improvement Program designed to improve the transportation system and air quality in Santa Clara County. For more information and descriptions of the different funding sources available, please see: www. vta.org/inside/budget/congestion_mgmt.html Strategy: Use Special Taxes and Assessments Three different, types of Special Assessment. Districts can be f6-rmed to help pay for infra- structure costs. Each involves special taxes on property, has complex adoption procedures, and requires the support of the majority of property owners within the proposed district. · The Mello-Roos Act enables local municipali- ties and special districts to establish Community Facilities Districts and levy spe- cial taxes to fund many different kinds of facilities and services. Qualifying facilities and services include streets, sidewalks, street- lights, and parks, parkways and open space facilities. · The Landscaping and Lighting District Act allows assessments on property to finance the acquisition of land for parks and open space, installation of landscaping and planting, streetlights, ornamental structures and park and recreational improvements. · The Integrated Financing District Act allows local agencies to levy assessments contingent on future land development, and enables them to enter into agreements with private investors who will be reimbursed for funds advanced to the agency. Strategy: Employ Tax Increment Financing Tax increment financing is another method of paying for the higher capital costs of place- making infrastructure. Within Redevelopment Areas, property values are frozen at a base level upon passage of the redevelopment plan. The increment in taxable value above this frozen base, multiplied by the overall tax rate, is then available for redevelopment purposes. Some capital improvements to infrastructure qualify to use tax increment as a source of debt service for indebtedness. There are several restrictions to tax increment financing. First it cannot be used in areas under redevelopment through the passage of a Special Assessment District. Second, the new district cannot take any portion of the incre- ment that would normally go to other taxing agencies without their approval. Third, a Special Assessment District can only be formed in areas that are substantially undevel- oped. Finally, two-thirds majority approval of all voters in the proposed district is required. Strategy: Provide Information to Developers on Brownfield Liability While liability for environmental contamination does present an obstacle to infil] development and reusing previously developed parcels, there are numerous programs and legislations that can assist local governments and develop- ers in reducing the risks of remediation costs. These include the following: · The State of California has several programs, including the Voluntary Cleanup Program and the Expedited Remedial Action Program, which limit the risk of liability once a landowner has cleaned a parcel. Other state- level actions include lender-liability protec- tion legislation and Prospective Purchaser Agreements. · Several private insurance companies offer environmental insurance policies that limit the financial risk of liability for environmen- tal contamination. · The federal and state governments have pro- grams that provide funds to assist developers and local governments clean contaminated parcels. For example at the federal level, the Environmental Projection Agency, the Department of Housing and Urban Development, the Department of Health and Human Services and the Department of 6 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FDR CHAPTER Transpon. ation all have funding or financial programs available for brownfields clean-up projects. The State of California recently established a new assessment and low inter- est loan program called Cleanup Loans and Environmental Assistance to Neighborhoods - or CLEAN - that helps speed up cleanup and redevelopment of urban brownfields. Strategy: Avoid Ihe Mixed-Use Label Due to the way financial systems and institu- tions are structured, projects labeled as m/xed- use can have a difficult time getting financed. One way to overcome this obstacles to Best Practices is to avoid the mixed-use label alto- gether by limiting all but one use to less than 15 percent of a project's total square footage. For those projects that mix residential, retail, and office components, special care must be devoted to the interaction of the different uses, and to creating a project concept that. fully incorporates all aspects of the development program. Case Studies Fannie Mae and Location Efficient Mortgages (Bay Area) Fannie Mae is currently testing Location Efficient Mortgage underwriting in the Chicago, Seattle, the San Francisco Bay area, and Los Angeles and Orange counties. Location Efficient Mortgages are available to residents of the San Francisco Bay area through Countywide Home Loans. The results of this program will be examined in March of 2002, at which point their [,EM Programs may be sigrfif- icantly expanded. West Hollywood Gateway Center (Los Angeles) Smart municipalities will leverage grants by combining funcling from multiple sources. For example, West Hollywood used EPA funds for an environmental assessment at. their Gateway Center project. Then HUD awarded the City $10 million in grants and loans to pay for site acquisition, cleanup, and redevelopment plan~ ning. West Hollywood's Gateway Center will be a mixed-use office, retail and restaurant com- plex that is expected to generate $1.7 million in taxes annually, 750 new jobs, and another $66 million in private and public investments. ErneryvilJe Redevelopment and Remediation (Emer,/ville, CA) Funded by the City's Capital Improvement Program and a grant from the U.S. EPA, Capital Incentives for Emeryville's Redevelopment and Remediation (CIERRA) will encourage the remediation and reuse of smaller industrial and commercial sites by pro- viding: 1) matching grants for site assessments (up to $25,000); and, 2 ) low interest loans for the cleanup of properties. CIERRA targets smaller properties and properties in East Emeryville that are often significantly more difficult to redevelop than larger brownfield sites. Resources Congress for New Urbanism, TOD Market. Study & RFP Databank www. cnu.org Location Efficient Mortgage Calculator, Institute for Location Efficiency www. locationefficiency, com Location Efficient Mortgages FAQs, Natural Resources Defense Council www. nrdc. org/cities/smartGrowth/qlem, asp Research Paper Regarding Misplaced Lending Incentives, Smart Growth Network v~s~v, smartgrowtlh.org/library/housing_afford _goldstein.htmi TOD Bibliography, Regional Transportation Authority of Northeastern Illinois www.~cago.com/programs/tod.asp Redeveloping Brown fields with Federal Transportation Dollars www. smartgrowth.org/pdf/brownfields_tea21. pdf EPA Browruqelds Site www. epa-gov/swerosps/bf/index.html Brownfields Tax Incentive, USEPA www. epa gov/swerosps/bf]htmldocYeligible.htm Insurance and Brownfields Redevelopment, USEPA www. epa.gov/swerosps/bffinsurebf, htm 03.0~ A MANUAL OF BEST PRACTICES FOR [NT'~GRATING TRANSPORTATION AND LAND USE 27 DRAFT FOR PUBLIC RE¥1E¥t ~ CHAPTER ~"~ Soft Screening Guidance, USEPA www. epa gov/superfund/resources/soil/index. htxn Financing Strategies for Brownfields Redevelopment, USEPA www. epa. gov/efinpage/efabfms.htm Region 9 Brownfields Initiative, USEPA www. epa. gov/region09/wasteforown/ U.S. Dept. of Housing and Urban Development, Brownfields Program www. hud. gov/bfields, cfm Dept. of Tocv~ic Substances Control, CAEPA, CLEAN Brownfields Loan Program www. dtsc.ca, gov/docs/admin/uclp/index, html Brownfields and Prospective Purchaser Agreements, State Water Resources Control Board www. swrcb, ca. gov/plnspols/oplans/bfield.html VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC RE¥1EW CHAPTER OPPORTUNITY AREA 8: INTEGRATING RETAIL INTO BEST PRACTICES DEVELOPMENT Big-box retaiJ stores can be designed to support and enhance me surrounding c~'mmunity. This example shows a Toys-R-Us in Santa Monico, CA t4,~et meets the sh',eet and fi,'s in to ~e existing urban ~abric, The right mixture and sufficient number of retail businesses are two of the key ingredients in creating the type of vibrant, livable places that characterize Best Practices developments. Accessibility of services and shopping to home and work is also essential to promote alterna- rives to driving as people can easily walk, bike or take transit to their destinations. Until recently, few places outside of urban cores were sufficiently dense to support a criti- cal mass of retail services within walking dis- tance of housing and job concentrations. However, as suburbs become more dense with infill and retrofit projects, it becomes possible to provide key retail services at the neighbor- hood level, allowing people to perform more basic errands on foot. New trends in larger city and regional-oriented retail centers are also towards more pedestrian and street-friendly design, as well as more mixed-use development. This type of retail can have positive effects on the property values of adjacent residential development, whereas massive big box projects have the opposite effect. These new opportunities must be han- dled strategically if local governments and the county as a whole are to benefit from them. The following issues must be addressed if shop- ping is to become more pedestrian-and-transit.- friendly in Santa Clara County: · Risk of Failure. The risk of failure with retail development is higher than any other type of use. While many communities desire more convenient services and streetscapes activat* ed by retail, commercial space will not suc- ceed without sufficient demand. In encourag- ing the growth of retail, cities must carefully match the appropriate type and amount of commercial development to a specific site and its surrounding context. · Reduction of Parking. Retailers resist the reduction of parking and are hesitant to count on transit users as a reliable customer base. Retailers consider parldng one of the essential ingredients to a successful retail area and avoid leasing space with less than generous parking. Studies showing the posi- tive impacts of transit on retail can help to overcome this fear. · Design of Chain Stores. Most shopping dis- tricts of over 10,000 square feet rely on anchor tenants. Savvy developers are skepti- cal of building significant amounts of retail space without the commitment of an anchor tenant such as a major chain grocery or drug- store. Chains often have their own design for- mulas and parking requirements, which may be car oriented and violate the street wall. Strategies Strategy: Develop A Retail Concept and Appropriate Tenanting Plan To support retail development in cores, corri- dors, and station areas, local governments should work with developers to create a retail concept and appropriate tenanting plan. In developing such plans, local governments should understand that many factors are taken into consideration. These include demographic factors such as the population density, educa- tional levels and income levels of the surround- ing area, and site characteristics such as visio bility, access Cooth site accessibility and con- venience to major thoroughfares and free- ways), parking availability and the presence of complementary or competing businesses. Certain businesses are appropriate for sites with particular characteristics and levels of demand. Even small neighborhood-oriented retail centers need a strong development con- cept that ties the various retailers and busi- nesses together and considers their target market. Developers may need help from local government in understanding the demograph- ics and character of the area within which they are working and what businesses are needed in 03.02 A MANUAL OF BEST ,°RACTIC~$ FOR INTEGRATING TRANSPORTATION AND LAND USE 29 DRAFT FOR PUBI. IC REVIEW S CHAPTER the local community. Not surprisingly, retail developers and lenders usually adhere to a set typology of retail formats. The table of retail formats and categories provided in Figure 1 is offered to assist in understanding various retail formats and the contexts in which they flourish. One type of district that holds great promise in Santa Clara County is the small neighborhood commercial district. The following are some parameters for new districts. · In general, 3,000 to 10,000 people within a one-mile radius are needed to sustain a small neighborhood commercial district. Proximity to a rail transit stop, or employment center can augment existing residential demand. · Typical uses in a neighborhood retail center include a caf4, small market, convenience store, drycleaners/Laundromat, ethnic mar- ket and a book or video store. · Neighborhood centers usually have five to eight stores offering convenience items and services. Depending on the visibility, demo- graphics and opportunity for expanding parking, specialty stores that offer unique products or services and draw from a wider trade area may be included. Strategy: Project Transit Derived Demand and Reduce Parking Accordingly Under the right circumstances, attractive opportunities for certain kinds of retail activi- ties can be generated in transit-rich areas. To convince developers that some businesses eon derive market share from transit users, local planners should look at existing or projected ridership levels alongside of recent research on transit-oriented retail. From this they can pro- duce transit-based demand estimates that do not require parking, as well as recommenda- tions for types of tenants appropriate for such development. --[FIOURE 1: RETAIL FORMATCHARACTERISTICS ?!!iiiiiii ;i~i;: Drawing Market [Tenancy j Size . I Radius [, Size i Parking Communily Serving Neighborhood cafe, dry cleaners/laundromat, small 30- 150K 1 mile 3 to 1OK on-street Center market, convenience store, video store, SF GLA people Main Street hair salon/barber, specialty foods 6 - I 0 acres, 2 - 4 10 to on-street Retail (depending on demographics), shoe 80 - 20OK miles 40K with small repair, optometrist, restaurant, coffee SF GLA people to medium shop, dry cleaners/laundromat, video lots in the store, supermarket (given a large rear enough site and an unorthodox design) Sub-regional Suburban Retail upscale specialty boutiques and chain 8 - 15 acres, 3 - 6 40 to structured, stores, department stores t 20 - 300K miles 80K some on- SF GLA people street Urban Retail big-box retailers at 50,000 to 100,000 10 - 40 acres, 3 - 6 60 to large sq feet each, including supermarkets, 200- 400K miles 150K surface lots discount and mass merchandise stores SF GLA people Regional Traditional Mall variety of retailers, including small chain 40-100 acres, 5 100 to surrounding mass merchants, multiple department 400- 800K miles + 200K surface lots stores, specialty fashion stores, usually SF GLA people contains food court and restaurants as well as movie theater Theme Mall maior entertainment facilities and 25 - 80 acres, 3 - 6 50 to surface or restaurants, smaller upscale boutiques 200 - 600K miles 200K structured and lifestyle chains (ia. Pottery Barnl SF GLA people 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT ~0R P~IBLIC REI, qEW CHAPTER Strategy: Factor in Demand from Employment and Reduce Parking Accordingly Proximity to employment can have a great impact on the success of amenity and transit- oriented retail, and reduce the need for addi- tional parking. However, traditional market studies look only at demand from households. Demand estimates from nearby employment should be included in projecting overall demand for new retail at rail stations and tran- sit centers. One study found that office workers spend $1,200 per year on average during the workday. For mixed-use projects or areas that include office, this figure can be used to show increased demand and can help make the case for reduced parking ratios. Strategy: Financial Incentives for Retail Development "fi"le cost of rent is a major factor in the health of a small business and a small subsidy can greatly increase its chances of survival. Likewise, the provision of basic convenience stores, services, and cafes on the ground floor of mixed-use development is a major boon to the tenants or employees above, as well as the surrounding neighborhood. In some cases, resi- dential and office rents can be structured to subsidize those of ground-floor retail business- es downstairs, without putting them out of market range or making the project unprof- itable. The more dense the project, the more this becomes possible. Government incentives can also help bring realize retail developments. For example, cities can return sales tax revenue, waive fees, and streamline the approval process for retail proj- ects. In some cases cities may choose to pay for tenant improvements, or provide capital resources, such as land. Creating a "ground floor retail ordinance' is another way of attracting and sustaining ground floor retail/entertainment uses. Experience indicates that these ordinances are most effective when coupled with other efforts such as incentives for property owners. For example, the San Jose Redevelopment Agency offers grants for facade improvements, major rehabilitation loans, and leasing assistance, and Denver, Colorado established design guidelines that require street-level retail uses at the base of parking structures and promote better street entrances. Strategy: Substitute 'Storefronts" for True Retail In smaller commercial districts, where there is insufficient demand to fill older existing store- fronts, or where more of a street orientation is desirable, various non-retail businesses can occupy storefront spaces. Social service and advocacy non-profits often look for communi- ty-friendly, low rent spaces in the heart of the communities that they serve. While they will not generate the foot traffic that. a retailer would, they do create some activity and fill storefronts that otherwise sit vacant. Planners may need to revisit zoning designations to make this possible. Periodic review may also be required once this practice is in place to assess the appropriateness of storefront uses as the area evolves into more retail-oriented activities. Strategy: Encourage Business Improvement Districts Business Improvement. Districts (BIDs) can be used to support, a wide variety of programs and physical improvements in neighborhood com- mercial areas. A BID is created when property owners within a defined area vote for a special FIGURES ON TRANSIT SUPPORTED RETAIL Certain businesses con derive market share from commuters at both light rail and commuter rail stations. A recent study found that o minimum daily traffic flow of 6,600 persons at a rapid transit center is required to support one store, and stations that are major exit points for office complexes have three times as many stores as hose that are not. Retail facilities most associated with rapid transit are convenience stores, coffee shops, and lottery ticket sales outlets. Retail f~cilifies most associated with commuter rail are coffee kiosks, quick food, dry cleaners, and auto repair. The minimum daily traffic required for one retail facility at a commuter station is 1,100. Source: M. Yeates and K. Jones, Rapid Transit and Commuter Roil Inducted Retail Development, Center for the Study of Commercial Activity, Ryerson Polytechnic University: June 1998 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 31 DRAFT FOR PUBLIC REVIEW ~ CHAPTER It's easy to say, let's put shops on every street. But it doesn ? work. You have to concentrate retail uses so you have a symbiotic rela- lionship. I call it the physics of vitali~ - Jan Jerde, Developer of ttorton Plaza assessment on property for agreed on improve- ments within that area. Pedestrian amenities, higher quality landscaping and lighting, ban- ners and neighborhood festivals are often paid for by BIDs. In addition, BID funds can be used to conduct area-wide market studies that can help to promote Best Practice developments. Strategy: Assemble Case Studies of Successful - Chain Retail in Mixed-Use Projects Showing a resistant chain store developer examples of mixed-use developments in wtdch _their store has participated in other jurisdic- tions can be useful in getting past negative responses about design formulas. More and more chains across the country are becoming involved in mixed-use developments with site design and architecture distinctly atypical of chain stores. While projects such as these may not yet have occurred locally, chances are the chain that you are dealing with has participated in a mixed-use project somewhere on the west coast. Compiling case studies of projects that are mixed-use, or of high quality design, or involve unusual parking configurations as well as a chain anchor tenant can be a very effective tool in helping to deliver vibrant mixed-use projects. Case Studies Panoramic Interests Mixed Use Project (Berkeley) Panoramic Interests, a developer of l'dgher den- sity Lnl-fll housing in Berkeley, always includes ground floor retail space, even if the projects are not in particularly vibrant retail areas. The developer includes a caf~ on the comer and to the extent that additional space is available, small retail shops that sell merchandise or serv- ices special enough to draw costumers from a wide trade area outside of the local neighbor- hood. Depending on the other components of the project, retail rents may be lowered to attract businesses and help ensure their suc- cess. Albertson's Supermarkets in San Francisco Two separate mixed-use development projects involving an Albertson's grocery with residen- tial units above are now under construction in San Francisco. While one of these is located at Pulton and Masonic, surrounded by housing at inner city densities, one is in Ocean View, near Daly City, on the site of a former strip mall. The developer of this project, the Emerald Fund, remarked that "one of the attractive selling points was the fact that the project gave them [Albertson's] a captive audience of close to 1,000 people to shop there." Elmwood BID The Elmwood conunercial district in Berkeley has an historic movie house complete with marquee and stand alone ticket booth. In 1993, the theater was faced with major renovation costs and dwindling revenues. Rather than lose a significant neighborhood amenity and impor- tant night-time activity, property owners with- in a quarter mile of the theater formed a Business Improvement District to help pay for the costs of renovation using property assess- ment. Resources Center for the Study of Commercial Activity, Ryerson Polytechnic University www. cscs. ryerson, ca/ "Greytields into Goldfields, "PricewaterhouseCooper and Congress for New Urbanism, 2001. www. cnu.org/cnu_reports/Executive_summ ary. pdf, www. cnu. org/cnu_reports/Greyfield_Feb_01.p "Market Dynamics and Nonwork Travel Patterns: Obstacles to Transit-Oriented Development?" Dick Nelson and John Niles. Paper presented at 78th Annual Meeting of the Transportation Research Board, Washington, DC, January 1999. "Year of Growth for New Urbanism," Robert. Steuteville, New Urban News 3,5 (September-October, 1998): 1-7. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVI[W APPENDIX A COMMUNITY PLANNING FOR BUS TRANSIT ABOUT THIS SECTION These guidelines are intended for application with the issues that arise daily in pro- viding bus transit services and facilities. They are intended for use in combination with the principles and practices found in other sections of Community Design & Transportation- A Manual of Best Practices for Integrating Transportation a?wl Land Use. They address the needs of VTA operations as well as those of tran- sit riders, pedestrians, and traffic, and are designed to assist public agencies and developers to more easily incorporate the needs of transit into the design and oper- ations of roadways and land uses. Lastly, the information and illustrations provided can function as a suitable foundation for local governments and communities for developing their own design guidelines and policies for integrating bus stops into their communities. BIG PICTURE IDEAS Planning and Partnerships are the foundation for designing and delivering effective transit service. Coordination and cooperation permeate all aspects of designing effi- cient, aesthetic, and safe transit systems. With robust partnerships between VTA, local jurisdictions and communities the performance and effectiveness of the bus transit system can be optimized and reach its full potential. Four general categories where partnerships are essential are presented below: · System performance. This concems total travel time; that is in addition to in-vehi- cle travel time, the time it takes to walk to the stop and the time waiting for tran- sit. Walk and walt times are effected by both the location and spacing of bus stops. It also concerns the reliability of transit. Street and signal treatments can reduce the influence of traffic and make buses and trains more reliable. · Traffic operations. This concerns the affect of the location and design of bus stops on traffic. Minimizing traffic delays for other vehicles may be the priority at some stops while maximizing transit operations and passenger convenience may take priority at others. · Safety and security. Pedestrians, transit riders, buses, and general traffic flow can be the focus of safety concerns at or near bus stops. Security generally concerns the perception of personal security from other persons. Issues arising from this include providing lighting, ensuring stops are visible from the street and nearby land uses, and avoiding locations with hidden areas. Security issues involve resi- dents, businesses, transit riders, and bus drivers. · Integration with land uses. This is concerned with the long-range vision of tran- sit's role within a community. To fully realize the potential of transit service the transit "system" must be integrated into the fabric of everyday life - transit should have a "place" within the community. Equally important is the need to consider transit, early in the development, process. High level planning documents such as General and Specific plans, on down to specific site and project level plans should incorporate transit and pedestrian- supportive facilities and design features. Associations - the anatomy of a bus stop The concept of a bus stop can be viewed as having four associated parts: 1. The need for a stop - the location being served and levels of demand for bus service influence stop design and amenities. 2. Street-side factors - such as bus stop location and spacing. 03.02 DRAFT FOR PUBLIC REVIEW A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 APPENDIX A 3.Pedestrian factors - facilities such as adequate sidewalks, street furniture, hghting and landscaping. 4.Integration with surroundings - using the context, of buildings, urban design features and enhancements, and nearby amenity°retail that establish a sense of place and identity for transit within the community. This also includes the provision of sufficient, land use density to support transit services. All four parts are related, and more importantly all four parts interact with each other. Best Practices in transit planning represent a thoughtful balance of all four parts Creating Transit-friendly Places Transit can play an important role in creating and enhancing community livability. Generally speaking, transit*friendly places are also pedestrian-friendly, and as such transit improvement projects can also be a catalyst for other community improve- ments. By partnering, local jurisdictions and V'FA can work to leverage funds and augment mutually beneficial projects. Adopting a place-making approach to creat- ing transit-friendly places - because it focuses on the idea of place - can be applied on any scale and to any community setting. In also addresses community concerns on a scale that people can identify with - the specific places used by people - it addresses issues that are closer to home. While this approach does involve design strategies, design is only one part of the equation. Management, maintenance, security and establishing new uses in an area all contribute to community vitality and livability - and may not require design enhancements at all. In almost any area, but perhaps most importantly in busy commercial areas, the places most critical to the success of place making for transit is the street itself. Thoughtfully balancing the needs of traffic, transit, pedestrians and surrounding land uses is essential. Successful transit-friendly streets balance all functions of the street. Involving Stakeholders Many persons are involved with providing bus transit facilities, and all are affected by how those facilities are used and how the community perceives them. Working together these stakeholders can optimize the utility and perception of bus transit facilities. Local Jurisdictions have authority over land uses, streets and sidewalks. In some cases State and Federal jurisdictions may be involved. Developers and Designers are responsible for the form of new development. Early and continued commitment to Best Practices in transit planning is essential to enhancing the livability of communities by fully integrating transportation and land uses. · Employers benefit when their workforce is highly mobile and have access to a range of options for getting around quickly and easily. As consumers of transit services, the interests of employees must be considered in transit systems design. · Community Groups and Associations are potential consumers, and potentially strong advocates for transit service. Not to be left out in this is the individual, the community residents who use transit. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW APPENDIX A · Activity Centers and Major Trip Generators, such as civic buildings, schools, major employment areas, shopping malls and entertainment centers have a vested interest in assuring that their sites can be accessed easily and efficiently by transit. And they are ideally situated to assist with the provision of transit- supportive facilities. Although the priorities of these groups may vary, they are all concerned with the benefit offered by a transit system that is convenient, timely, safe and attractive, and each can be viewed as a stakeholder in the location and design of bus stops and transit centers. The goal is to provide efficient transit service for as many people as possible by capitalizing on common interests and applyinK~ed methods to meet the needs of each group. PLANNING FOR BUS RAPID TRANSIT The corridors identified in VT~s long-range transportation plan, Valley Transporta- tion Plan (VTP) 2020 may be suitable for Bus Rapid Transit (BRT) services. VTP 2020 identified three potent, iai BRT corridors: El Camino Real, Stevens Creek Boulevard, and Monterey Highway. In addition to the corridors l/sted above, other BRT corridors may be created or identified in the future. Characteristics for BRT corridors generally include: · Serving multiple travel markets throughout the day. · Increased travel speeds. · Curbside and pedestrian-oriented amenities at stops. · Uniquely designed and prominently located stops. * Curb bulbouts at. stops and other street design enhancements that aid operations (these are discussed further in following sections of this appendix). · Stop spacing generally wider depending on land use patterns and accessibility. · Operations supported by exclusive rights-of-way or transit priority treatments. Typical improvements for BRT corridors include deployment of low-floor and increased capacity buses, queue jump and bus by-pass lanes, signal prioritizatJon, signal timing (which can benefit autos too), automated vehicle location and real- time customer information technology, ticket vending machines, and improved passenger amenities (bus stop design) and security. Cities requesting BRT-type service, or considering it for the future, should consult with V'rA early and provide for BRT corridor characteristics and improvements in planning and budgeting activities. While developing BRT corridors through a corridor planning process is preferred they can also develop through a well-planned series of incremental steps. 03,02 A MANUAL OF 8ESr PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC R~¥1EW APPENDIX A BUS STOP DESIGN GUIDELINES Bus Stop Spacing Schedude reliability and vehicle travel times are vital factors in attracting and maintaining transit ridership. To increase bus speed, and therefore competitive- ness with automobile travel time, a balance must be achieved between convenient and safe pedestrian access and efficient transit operations. Too few stops increases walk distance and decreases access to service. Too many stops slow bus operations and may not provide enough distance between stops for buses to safely negotiate traffic. Land Use Element There is a strong correlation between the density of land development and transit ridership. As such, development densities and uses along a route are a primary determining factor in dictating bus stop spacing. Minimum thresholds - generally accepted rules-of-thumb - for transit-supportive development densities are provided in Table A-1 (to be added later). Bus Stop Placement As a general rule, VTA will place bus stops in the most pragmatic locations available that facilitate safe and efficient operations and provide easy and comfortable access for passengers. In most cases, bus stops may be situated on the farside or the nearside of an intersection (see Bus Stop Configurations following this section.) Bus Stop Placement Policy A well-located stop, in terms of visibility, traffic safety, convenie~t pedestrian access, prog:~imity to major ridership gem~rators, a~z~ familiarity for users, is always best left where it is. The location and placeme~.t of bus stops is man- aged by VTA. Many of the bus stops around the county have a lo~z~l history a~d have become established places within the community. Even the most carefully planned moves can result in unanticipated problems, and whenever a stop is moved it causes confusion and inconvenience for both passengers a~z~t operators, a~zd creates the general perception that transit is ~t a stable feature of the built environment. These impacts are considered unacceptable unless the move is unavoidable, and the requester identifies an alternative location acceptable with VTA. In addition, operational safety (adequate room to stop), passenger safety (presence of a sidewalk and pedestrian amenities) and ease of operation are other important factors needing consideration when locating bus stops. In order to maintain a balance between passenger convenience and maximizing of average speed, the following bus stop spacing is desirable: Downtown - central business district (CBD), high-density housing, shopping and entertainment centers. Spacing: 500-600 feet apart (2-3 minute walk) Urban Areas - business districts, shopping centers, transfer points, high-density housing and commercial development. Spacing: 600-900 feet apart (approx. 8 stops per mile) (-5-minute walk). 4 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 0RAFT FOR PUBLIC REVIEW APPENDIX Suburban Areas - fully developed residential areas, medium to low commercial. Spacing: 1,000-1,300 feet apart (approx. 4 stops per mile). (~ 1 O-minute walk) Rural Areas - sporadic residential and commercial development with large undeveloped areas. Spacing: Stops Spaced as Needed. When evaluating questions of bus stop placement the following practices should be considered: * Consider stop location and rights-of-way needs in the planning and design of new developments. · Avoid unnecessary changes to bus stop locations and locate stops close to intersections, activities and attractions. · Avoid driveways · Avoid placement of bus stops adjacent to "front facing" homes (Figure show plan view example.) This guideline addresses community acceptance and political issues more so than functional characteristics of the stop. To minimize impacts to adjacent properties, preferred locations in low-density residential neighborhoods include: - Side yards - Back yards - Garage - Side fences · Locate facilities compatible with adjacent buildings (ff applicable). · Locate/place bus stop facilities with pedestrian access and street crossing links in mind. · Ensure adequate sight distance for bus operators. · Ensure adequate room for bus maneuvering. I~us Stop Configumlions Figures X-X show examples of typical bus stop locations. At intersections where two or more lines cross, bus stops should be located as close to the intersection as possible to provide for convenient transfers between connecting lines. The fol- lowing sections describe various types of bus stops. The selection of a particular design type depends on a combination of factors including street classification, traffic speeds, transit service levels, and urban design setting. · Farside stops allow buses to pull out of travel lanes and maneuver to the curb. Farside stops cause less traffic delay, use less curb space to get out of traffic, offer good pedestrian and automobile sight distances, and provide more bus maneuvering area. They encourage pedestrians to cross the street behind the bus and the bus operator can take advantage of gaps in traffic flow created a signalized intersections. (See Figure ~.) 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USF r~ gRAFT FOR PUBLIC REVIEW APPENDIX · Nearside stops have an advantage when buses must stop in a travel lan~ on a street without parking. In these situations, nearside stops keep traffic behind the bus from blocking the intersection. Additionally, nearside stops are desirable under the following operating environments: - When serving curb bulbout stops (Figure .) - When a bus must left turn after leaving the stop (Figure ). -At intersections, where there is a high volume of vehicle right tums (See Figure ). · Mid-block stops should be used where the distance between intersections is unusually long or where-special conditions (such as a major trip generator or mid-block crosswalk) justify a bus stop. (See Figure .. .) · Off-street stops are not recommended, unless the following conditions exist: - Stop locations are at the end of the route serving a transit center, park-and-fide lot, or an important trip generator. - Significant ridership increases are expected by having a stop closer to a develop- ment, without significant effect (time delay) for existing riders. ~ Stops are designed in conjunction with other stop configurations that facilitate efficient operations, such as Turnouts (see Figure below.) * Freeway Bus Stops may be considered where opportunities for connections with bus lines operating on arterial streets exist, and where demand warrants. Optimal locations would allow buses operatkng on the freeway to either stop on the free- way or exit/enter the freeway at arterial over/under passes. To be considered, these locations must coincide with adequate arterial stop locations, and allow for convenient and safe pedestrian access and connections. (Example configurations of Freeway stops are shown in Figures .) · Turnout or Jug Handle may be used for bus turnarounds. Typical situations include areas where buses need to reverse direction but are prohibited by street configuration, or where it is desirable to keep buses close to the street, and inter- section or station, or from entering private property. (See Figures .) · On-Street Bus Bays may be used where several lines converge and transferring or layovers occur, especially at major trip generators such as shopping centers or colleges/universities. On-street bus bays may entail curb cuts or duckouts. (See ~ure ..... ) Bus Stop Type,, Stop Duckouts allow buses to pull out of traffic lanes to board drop-off passengers. The operational advantage is the bus can wait (layover) for extended periods ff necessary. The disadvantages are drivers may have difficulty re-entering regular traffic flow lanes (especially on busy streets), and delays may impact schedules. In addition, more linear feet are required and additional right-of-way may be needed. See Figure Stop Bulbouts are essentially sidewalk extensions that increase sidewalk width at stops and create defined spaces for passenger-waiting areas outside of normal side- walk traffic. Bulbouts are typically placed at intersections, but may also be used for mid-block stops. Bulbouts may be used to address operational issues, traffic safety concerns, and urban design objectives. Buses stop in a travel lane, and will normally block traffic for short periods while riders get on and off. In this respect, bulbouts may be desired for traffic calming. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC RE¥1EW APPENDIX This type of stop design may also be used where urban design considerations seek to preserve sidewalk space for walking and create a strong sense of place for transit riders. (See figure .) Bulb-out stops have several design features that make them desirable (especially in urban areas) by: · Providing better definition of passenger waiting area creating a sense of "place" for transit patrons. · Improving overall pedestrian environment by decreasing curb-to-curb walk distance across intersections, and de-congesting sidewalks by separating waiting passengers from pedestrians; this may be especially valuable at busy stops. · Creating a strong pedestrian orientation at intersections. · Calming traffic. · Allowing more space for placement of additional transit supportive facilities, such as benches, shelters, street furniture and landscaping. · Allowing more on-street parking than traditional bus stops. · Shelter Location. Shelters should be positioned so waiting passengers can walk straight from the shelter into the front door of the bus. See Figure ~ · Pole Location. Bus stop sign poles are placed at the front of the stop, inline with the front of the bus while it is in the stop. (Poles often act as a guidepost for the operator of where to stop.) See Figure . · Bus stop pads. All new stop locations are reviewed by VTA and recommendations for concrete pads (to protect the integrity of street surfaces) may result. Pads are especially important at high volume stops used by several lines or a single high-frequency line. Pad design elements include: · Minimum of 50 feet in length by 10 feet wide, 8.5" thick concrete pad over compacted base rock packed earth base. (See bus pad detail Figure .... ) Bus Stop Area Design The bus stop is the most prevalent icon of public transit, and it is often the public's first impression of VTA's services. In general, bus stop areas should be designed to facilitate safe and convenient passenger access (boarding and alighting), meet the Americans with Disabilities Act (ADA) requirements, and create safe, pleasant and attractive waiting environments. VTA encourages bus stop designs that. establish a sense-of-place for transit and compliment surrounding areas and adjacent struc- tures. With thoughtful plarming and design of the bus stop area and shelter, transit facilities can work with surrounding building facades, accentuate access points, and enhance surrounding areas. In fact, through the development process, bus stops represent excellent opportunities for enriching the pedestrian environment (e.g. wider sidewalks or curb bulbouts) and the urban design qualifies of surrounding developments (though the use of landscaping, street furniture, and lighting.) 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE '7 DRAFT FOR PUBLIC REVIEW APPENDIX A Layout & I~sign Design opportunities exist for bus stop areas to become unique spaces, ones that enhance urban design and create a sense-of-place, permanence and reliability for the transit system. Suitable definition of bus stop space can give riders a better sense of where to wait and dissuade general pedestrian traffic from using the area. Good definition also gives bus operators a better sense where to stop. Best Practices for bus stop layout and design should consider: * Special signage, stripping, and pavement treatments delineating the "bus stop zone.' · Identifying stops with curb markings (usually red curb.) · Special or unique signs provided by VTA or local jurisdictions, including: - Monumental route of information signs. - Back lit signs that allow bus stop to be identified at night (may only be warranted at specific locations with many connections and high ridership volumes.) [Image of lit sign] · Lighting - It is highly desirable for bus stops to have adequate lighting. Adequate lighting levels create a sense of security for passengers waiting at night, and provide operators enhanced visibility to approach and depart stops. - VTA recommends the inclusion of bus stop lighting improvements with local street improvement projects. Bus Stop Amenities To create useful and attractive places for riders, bus stops need amenities clustered close together, q~v-pically, bus stops should have shelter, lighting, seating, trash receptacles and ADA compliant sidewalk widths (5 foot wide by eight foot deep minimum clear space for lift operation). Bus stops with higher ridership, in more urban locations or in transit centers may need more amenities. All bus stops require aggressive maintenance programs. Basic amenities include: · Shelters · Landscaping or shade trees · Lighting (or shelter) and seating * Secure bicycle parking · Information such as maps, schedules, real-time information, pathfinder signs · Trash receptacles · Nearby convenience retail · Innovations for the disabled (such as talking signs) VTA Bus Stop Programs VTA has several ongoing bus stop programs: · Ad Shelter · Adopt-a-stop · Bus Stop Inventory Program · Development and Maintenance Program (Countywide inventory available upon request. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM DRAFT FOR PUBLIC REVIEW APPENDIX A To find out more about these programs contact VTA's Service and Operations Planning Department at Accessible Design Considerations As mandated by the Americans with Disabilities Act (ADA), new and relocated stops must comply with minimum accessibility design standards. Appendix I examines additional design consideration for persons with disabilities. Minimum ADA design elements include: · 5-foot wide by 8-foot long paved clear area. (Consult VTA Pacilities Design Department..) · Area should not exceed a 2 percent grade. (Consult VTA Facilities Design Department.) · With concrete-curbed areas, the pad should be a minimum 4-inches deep; asphalt pads are acceptable with uncurbed areas. (Consult VTA Facilities Design Department.) · In most cases, the pad should be located approximately 1-foot from the sign pole. For lines using buses with rear door lifts the pad should be 23-25 feet from the sign pole. Typical pads should be 8' by 40' PAX (Consult VTA Facilities Design Department to determine which measurement is appropriate.) · Connections with nearby sidewalks are preferable and strongly encouraged. TRANSIT CENTER DESIGN The design of Transit Centers can range from minimalist facilities located on streets to large multi-modal centers serving multiple bus lines, rail sei-vices and shuttles. Transit Centers in Santa Clara County are key elements of the transportation system in dealing with the many-to-many trip making pattern typical In the region, and with facilitating inter and intra-county connections. Some examples of typical transit center configurations are provided in Figure . Typical passenger amenities at Transit Centers include: · Transit Shelters · Signage · ~i~ting · Freestanding benches · Trash Receptacles · Information Kiosks/Cabinets · Bike Lockers · Bike Racks · ADA Guide Strips * Public phones · Newspaper racks · Ash urns. · Restroom facilities VTA's Facilities Design, and Service and Operations Planning Departments should be contacted regarding amenity requirements and design standards for Transit Centers. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE O DRAFT FOR PUBLIC REVIEW APPENDIX A STREET DESIGN CONSIDERATIONS Design templates and illustrations for items discussed here are provided in Figure . . On street~ where enhanced pedestrian facilities are desired and buses operate, geometric street design configurations must be careJ~gly con,side~d and balanced to ensure adequate turning areas for buses while maintaining an attractive and safe pedestrian environment. New lines should not be operated along streets not meeting the following minimum standards: Public Street Environment · Turning movements with minimum inside radius of 25 feet - Comer radii may dictate whether a bus may operate on a given route. Minimum turning radii for a forty-foot bus is . . . (See Figure __., template of typical bus radii.) - For buses to turn at intersections with no adjacent lane encroachment, a 30' minimum radius is required. (See Figure .) · Street composition adequate to support the bus's weight; · Lane width of 12 feet (Where special circumstances warrant, lanes under 12 feet will be considered if pedestrian pathways, and bus and traffic operations can be safely maintained.) · Adequate room for bus stops (e.g., meet ADA regulations and maintain passenger and vehicle safety) · Minimum overhead clearance of 12 feet · No speed bumps (or unusually deep drainage dips that cause the bottom of the bus to scrape.) Policy for Operations on Private Property Service on private property will only be considered under special circum- stances and requires a Memorandum of U~dersta~di~ (MOU) that holds VTA harmless for pavement damage. Illustrations, graphics and images for the appendix are under development 0 VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUB[I( REVIEW APPENDIX B COMMUNITY PLANNING FOR RAIL TRANSIT INTRODUCTION While the focus of this section is on Light Rail Transit, the information also applies to heavy rail systems such as Caltrain and BART. Light Rail Transit - or LRT - is the modem version of streetcar lines that so greatly influenced the growth and development of our cities and communities during the last two centuries. These lines not only helped to organize and define modem cities they allowed concentra- tions of activities and upward growth by providing a clean and efficient mode of transportation for large concentrations of people. The potential for new and existing rail lines to influence and shape cities and communities is no less viable today than is was 100 years ago. With comprehensive advance planning, LRT is a fairly adaptable form of transit. It is capable of responding to many different, settings and operating conditions from mixed flow operations in-street to elevated guideways and subways. It can operate effectively in_ dense urban cores or in low-density suburban neighborhoods. LRT also fits well in pedestrian-friendly urban environments such as transit-orient- ed streets and-malls. Trains can vary in length (from one car to three cars in VT~s system), and headways (the time between trains) can be adjusted to respond to changing demand and special operating needs. However, there are design limita- tions; that if exceeded, can lead to operating inefficiencies, degraded levels-of- service, and increased operating and maintenance costs. The purpose of this section is to provide local jurisdictions, communities and developers with guidelines for considering LRT and heavy rail transit lines early in the planning process, what VTA [expectations are] expects cities to contribute, and what they can do to better integrate rail transit in with communities. THE PLANNING PROCESS The planning and development of rail transit services is a comprehensive effort lead by VTA in partnership with cities and communities. Each study involves a thorough community outreach and planning process, and often involves other government 0agencies such as Caltrans, Water and Air Quality Districts, Public Utilities and local, state and federal agencies (such as the Department of Fish and Game and the Federal Transit Administration.) Each agency, jurisdiction, and community has its own priorities, concerns and objectives, which influence the complexity and study outcome. The nature of these studies requires a highly skilled and multi-discipli- nary staff that understands the technical aspects of these projects and is sensitive to community concems and perceptions, as well as financial and political realities. Prior to conducting a corridor-level plarming study, a project is carried through an assessment and prioritization process. This process guides the decision to conduct a Major Investment Study (MIS). The assessment and prioritization process includes: 03.02 A MANUAL OF BEST PRACTICES FOR INTEORATINO TRANSPORTATION AND LAND USE 1 DRAFT FOR PUBLIC REVIEW APPENDIX B Level I Assessment and Initial Screening Develop conceptual corridors (includes public outreach) Assessment of cost, fatal flaws and other comparative factors Public outreach of Assessment findings Initial screening of candidate projects by VTA Board of Directors Typical timeframe for Level I Assessment Level II Evaluation and Screening Further define projects as required Conduct technical analysis Public outreach Project list approved by VTA Board Typical timeframe for Level II Evaluation and Screening Total timeframe for System-level Assessment 4-5 months 6-7 months 2-3 months 2-4 monfl'us 14-19 months 2-3 months 6-7 months 2-3 months 2-4 months 12-17 months 26-36 months With completion of System-level Assessments, projects can move into the corridor planning stage. Corridor planning studies consist of several distinct phases, with each typically taking one or more years to complete, and each building on outcomes of previous phases. In addition, depending on the sought after funding source (local, state or federal), project study requirements may wary which in turn affect the complex/ty and duration of the study phases. The primary study phases and general timelines include: 1. Major Investment Study (6-12 months) 2. Preparation of EIS/EIR (12-18 months) 3. Conceptual engineering (9-15 months) 4. Preliminary engineering (9-15 months) 5. Final design (12-18 months) 6. Right-of-way acquisition (~6 months) 7. Construction (30-36 months) 8. Implementation / Start-up Operations (8-12 months) may r~n concurrent with later stages of co~ztruction Given the complexity and long-range aspects of these studies it is important that VTA and local jurisdictions with land use and approval authority coordinate plan- ning efforts early. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW APPENDIX B I~ole of local iurisdicliom Local jurisdictions play an essential role in the ultimate viability and success of transit. Rail service must be considered early in the planning process and reflected in General Plans, long-range studies and capital investment programs. Strong poli- cy support from ~cal jurisdictions is needed to establish transit-fri~dly land uses around stations areas. Moreover, to effectively make transit an integrated community asset, planning and implementation efforts must be carried through to post-construction phases. Local policy support can come from the fonowing key actions: Actions Consider Transit Eady It is critical to consider transit early in the development process. Par transit to be truly integrated, planning for infrastructure and facilities should be incorporated in local General and Specific Plans, and be included in the earliest conceptual plan- ning and design phases of development. Rights-of-way and support infrastructure can best be provided if they are designed "in" rather than "retrofitted" later. If bus stops are not present near a proposed LRT station, consultation should be made with VTA staff to determine their locations and configurations. Sidewalks and other pedestrian facilities can then be laid out accordingly and programmed for in capital budgets. Promote Transit Supportive Land Uses Local jurisdictions should exercise their Land Use authority to bring transit-sup- portive land uses adjacent to rail lines and stations. Through the General Plan and its implementing tools such as zoning jurisdictions can create favorable land use conditions for transit and other modes such as walking and biking. They can set the framework and conditions that developers must work within to guide development so that when it does come it is in the right place and the right form to support rail transit. Well-designed high-density mixed-use developments not only make transit more viable they can help to make communities vibrant, and livable. Chapters 6 and 7 in this manual provide further discussion on things local governments can do to support transit-friendiy and pedestrian-oriented communities, and the need for and benefits of revamping land use polices specifically in cores, corridors and station areas. Reserve Right-of-way (ROW) Advance planning for the reservation, dedication or acquisition of LRT right-of-way is essential to the long range plarming process of bringing LRT into a community. Decisions made today can have tremendous future payoffs, in some cases, extra building setbacks in future rail corridors may be warranted; however, this must be carefully balanced to ensure that adequate pedestrian space and the relationship buildings have with the street is actively maintained. This action assumes greater importance in situations where in-street shared use or exclusive ROW operations is anticipated as the planning must consider changes to traffic operations. Reducing costs for ROW can make IRT projects more functional, viable and attainable. Invest in Local Supportive Infrastructure Supporting infrastructure for rail transit such as enhanced streetscapes, continuous 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 3 DRAFT FOR PUBLIC REVIEW APPENDIX B sidewalks, pedestrian-scale lighting, wen-designed shelters, and special station area amenities that reflect unique aspects of the surrounding community are vital for transit to become an effective and established community asset. Each station area environment has its own set of opportunities and constraints that are often best handled on a case-by-case basis, and VTA is committed to active partnerships with local jurisdictions to develop high-quality projects. However, jurisdictions are encouraged to expand their support, and program for amenities such as wider side- walks, street furniture, landscaping, and other improvements that may go beyond the immediate station area environment and make user-friendly pedestrian connec- tions with transit. Developers too play a role, and should be required to provide pedestrian connections and.supporting amenities in the design of projects within the station area sphere-of-influence. Support Transit in Tra~c Operations. In major transportation corridors, traffic signals and roadway geometrics should favor rail and bus operations. Signal priority for transit operations in major corri- dors is essential for m~ the effectiveness of transit. It improves operating speed, schedule reliability, and establishes a firm sense of place for transit. In corri- dors where buses and trains operate together roadway operations should favor both transit modes. In addition, alternative Level-of-Service (LOS) methods and policies should be pursued for cores and corridors and station areas to support develop- ment that encourages Best Practice-type development, walking and transit use. Community Cohesion Active partnerships between VTA, local jurisdictions, neighborhoods, and the development community are necessary to effectively integrate rail transit with sur- rounding environments and maintain operational efficiency and effectiveness. Local jurisdictions and communities may want enhanced station area design fea- tures that go beyond what can provided during primary construction phases. However, planning and design for these features may occur as part of the project and be constructed later, provided that specific project funding or in-kind contribu- tions are available from the local jurisdiction or through other mechanisms such as joint development efforts or shared-use agreements. In all cases, VTA will work closely with local authorities and other partners and have an active role in ensuring that facility design is integrated and complimentary with adjacent and surrounding development. STATION AREA QUALITIES The interface between the LRT system and the community - the Station Area - is the mast critical aspect of integrating LRT with communities. Appendix £, Community Planning for Station Areas outlines principles, practices and actions for creating unique and dynamic station areas that reflect Fne character of the surrounding community. A key goal is to make the station area a vibrant place and highly valued community asset. The essential elements include: Providing higher density mixed land uses within 1 lA to 1/2 mile around the station area Providing a pedestrian-oriented environment with well-designed buildings, continuous pathways and pedestrian-scale amenities such as lighting and landscaping. Providing well-designed buildings arganized with thoughtful site and project planning. Integrating bus and rail transit facilities with development. Providing and creatively managing public parking, situated to compliment station activities and not impede pedestrian traffic or transit operations. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRIFT FOR PIJ[~[IC R[VlEW APPENDIX B RAIL PLANNING CONSIDERATIONS ~st P~fic~ [~r System Planni~ - ~ Big Pk~m Idms Simply getting people there on trains is not. enough - you have to get them there quickly and reliably, and they must move through and travel in a safe and appealing environment. For LRT to be an attractive transportation mode and competitive with the automobile alignments must be direct, travel times must be competitive with cars, and stations must be visible, easily accessible, and serve major trip gener- ators. With this in mind, Best Practices for Rail System Planning focuses on optJ- mizing four key elements: ]. Dir~ess Alignments should be direct as possible, avoiding sharp or circuitous route devi- ations unless they are needed to serve a major trip generator or avoiding envi- ronmental impacts that are cost prohibitive to mitigate. 2. Integration wi~ Communi~/ Land development around station areas should be diverse and mixed at transit- supportive densities (see Appendix D on Land Use Development Densities for more information.) Development should be pedestrian-oriented and transit- friendly. Rail lines should be planned and constructed as a central feature of neighborhoods, rather than relegated to the periphery or isolated from other activities. 3.Connedions with major Itip genemtor~ LRT should provide direct connections with major trip generators such as civic and employment centers, mixed-use districts and high-density residential areas, colleges and universities, shopping centers, and entertainment and sports com- plexes. 4. Priority operating and safe~y conditions A dedicated right-of-way or in-street running on exclusive ROW with grade sep- arations at major intersections or full signal preemption or priority (operating conditions where transit has priority over traffic) are preferred operating condi- tions. In some situations a semi-exclusive ROW with full signal priority at inter- sections can also be utilized. These elements work synergistically together and do not stand-alone. As a founda- tion for planning, cities, communities and developers exploring options for LRT service should resolutely pursue each of these elements. System Design Planning and design for rail transit can be complex and technical. VTA must bal- ance highly technical aspects of planning, design, construction, operations and maintenance with community needs and expectations, and the needs and expecta- tions of local governments. In addition, VTA must also balance the consideration of new services with the ongoing operation and maintenance of its existing services. Project goals, such as effectively operating in a dense urban core, may require a 03.02 A MANUAL OF 8EST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAFT FOR PUDUC REVIEW APPENDIX B compromise between operational efficiencies (speeds) and improved access to sur- rounding land uses. Potential tmdeoffs between the established project goals and operational performance, impacts to ridership and the affects on existing and planned transit services (both bus and rail), are evaluated early in the planning process and carried through later study phrases. During the Major Investment Study (MIS) and Conceptual Engineering (CE) project phases, design alternatives are developed to address and resolve tradeoffs. In addition, detailed study may reveal that minimum system design standards necessitate certain physical requirements, such as on-street parking removal, reduction in the number of traffic lanes, transit-priority traffic signal operations, or the acquisition of rights-of-way. Where these requirements are cost prohibitive or otherwise unobtainable, the project may be dropped from further study or develop- ment. In these situations, the VTA Board of Directors will direct staff to reevaluate project alternatives. Operating Configurations Operating configurations will vary by project and project segraent depending on established goals and other considerations. The following examples are offered to illustrate the varied operating conditions that project planning may propose to meet project planning goals · Exclusive trackways may be elevated, subway, or operating in a railroad corridor with crossing gates at roadway intersections. In either case LRT operations does not interact with other vehicular traffic. An example of exclusive LRT trackway is the Ouadalupe Corridor LRT Project segment in the median of Highway 87 and Highway 85. Exclusive trackways may also consist of at-grade lines with full grade separations at intersections. [graphics and images] · Semi-exclusive trackways are essentially "at-grade" operating in street medians or rights-of-way. Semi-exclusive trackways are exclusive operations (i.e., they do not share lanes with other traffic) except through intersections. The design of at- grade facilities must be sensitive to city and community-needs, and unique urban and architectural design surroundings. An example of semi-exclusive trackway operation is the Ouadalupe Corridor LRT Froject segment along North First Street, north of Saint James Street, in San Jose, and the Tasman Line serving north county cities. [graphics and images] · Single-Track Configurations and "couplet" operations may be considered where double-track operations are not feasible. In general, single-track configurations should be as limited as possible, and used only where other options are precluded. Single-track configurations place constraints on system capacity, and can intro- duce scheduling constraints and service reliability issues. A "couplet" is a pair of single-tracks operating in opposite directions, but physically separated which, in conjunction with each other, provides similar service to double-track operations. An example of an LRT couplet is along the Guadalupe Corridor LRT segment on First and Second Streets between San Carlos Street and St. James Street in San Jose. This couplet consists of a LRT single-track northbound segment along First Street and a LRT single-track southbound segment along Second Street. [graphics and images] · Shared-track trackways are often referred to as "streetcar" lines, since Light Rail Vehicles (LRVs) travel in street traffic lanes on tracks imbedded in the street at- grade, sharing the lane with other traffic. Many "historic trolley" lines operate within shared track conditions. These types of operations allow LRT to run in a more constrained fight-of-way than is typically required for an exclusive track- VTA COMMUNITY DESI~,;N & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW APPENDIX B way. Between center street running double tracks, a discontinuous raised median is often used to create left turn "pockets" and allow tapers that transition into sta- tion platforms. Train consists (the number of cars in a train) are often shorter, usually one to two cars in length, so intersections won't get blocked. Stations are typically spaced at 1/2 to 3/4 mile intervals. Train speeds are assumed to adhere to posted speed limits and are subject to the limits and constraints of existing traffic conditions. [graphics and images] ILLUSTRATIONS As noted above, many aspects of designing facilities for light rail transit are com- plex and technical. However, for most planners, designers and developers exploring LRT a few basic guidelines are generally all that is needed. With this in mind, the following illustrations and images provide examples of LRT vehicles and facilities, both existing and under study, in Santa Clara County. People exploring complex planning options for light rail should consult v'r~s Planning Department, and those wanting more detailed design information may consult with VT~fs Rail Design and Construction Division, who maintain detailed light rail design criteria. Most of the illustrations presented here are different configurations of light raft transit rights- of-way in plan and cross-section views. nlustrations are under development, and may include: LRV DIMENSIONS TURNING ENVELOPES (text. only) In-Street (with dimensions) Reserved and Exclusive ROW (with dimensions) VARIOUS LRT CROSS-SECTIONS & PLAN VIEWS OF OPERATING CONFIGURA- TIONS (with dimensions) VARIOUS (Existing) LRT STATION IMAGES & PLAN/CROSS-SECTION VIEWS (with dimensions) 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 7 DRAFT FOR PUBLIC REVIEW APPENDIX C COMMUNITY PLANNING FOR STATION AREAS ABOUT THIS SECTION This section discusses the ties between Station areas transit facilities a~d adjacent areas, key features that help to establish how people feel about transit in their com- munity, and how communities can influence the qualities of these settings. It is pri- marily concerned with rail stations, but transit centers and Local Area Nodes (LA_Ns) can also benefit from theses practices and actions. It explores the practices and actions necessary to create a "sense-of-place" and identity for transit and the station area, and to develop and maintain active part?~e'rships between contmuni- ties and VTA. Best Practices for urban design and streets are discussed in detail in Chapters 3-4 are briefly discussed here within the context of forming the station area setting. [Rail station image] - IMPROVING STATION AREA ENVIRONMENTS VTA is committed to ongoing working-partnerships with local jurisdictions, devel- opers, and communities to evolve attractive and functional areas around its transit facilities. These partnerships are important to develop the programs and features that result in the needed station area qualities that establish strong ties between the station and surrounding development. Many of VTA's rail stations and major bus transfer facilities exist in well-established areas. Some are in suburban residential areas, some in downtown areas, and some in commercial or industrial areas. Each has its own unique set of constraints and opportunities which determine what can be done, and when. While some station areas present opportunities for comprehensive Specific Area Planning, redevelop- ment, or large-scale Transit-Oriented-Development projects, all have significant opportunities for improvement through a program of incremental change. Whether large or small, efforts to improve station area environments can have substantial benefits for both VTA and surrounding communities. Improving and developing station area environments need not happen all at once. The key to success hinges on developing an overall vision for the station area - its ultimate form and role within the commtmity. Given the varying conditions at each station area, applying Best Practices will produce varying kinds of changes and at different rates. Three broad phases are suggested: · Enhance the pedestrian environment. · Establish and identity for the station area. · Change land use policy to increase activities, broaden services, and better support walking, transit use, and the surrounding community. STATION AREA DESIGN First and foremost, station areas must be a place for transit and the community. They should support transit operations, the needs of transit riders, and be well inte- grated and complimentary with their surroundings. They must also be pedestrian- oriented, have human-scale details in buildings and streetscapes, and have visual cues that orient the community to the station and the station to the community. And they should be aesthetically pleasing and viewed as safe and secure places that reflect community values. VTA TRANSIT ORIENTED DEVELOPMENT VTA has an on-going program for Transit-Oriented Development (TOD} and has linden involved directly and indirectly with local governments and developers to facilitate TOD proiects and Joint Development at light rail stations around the count/. Local governments, communities and developers interested in TOD around VTA stations should consult VTA's Development and Congestion Management Division 408-321-5725. J]3.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 DRAFT FOR PUBLI( REVI[W APPENDIX C Station Area Best Practices Successful station area design is sensitive to the context of its location -whether it's in a residential neighborhood, a dense regional core, local core, employment or activity center - and to the interactions of other urban design elements in the area such as a common architectural theme. Good design and development practices must also consider the quantity, variety and mixture of land uses, and the arrange- ment and organization of those uses. Even if the form and scale of individual build- ings are attractive, if poorly arranged and uninvolved with their surroundings they can fail to establish the necessary t~es with the community and transit patrons. With careful planning, Best Practice design features work together to create the physical form necessary to stimulate the activities that make station area "places to be." A toolkit for creating the desired station area qualities are expressed in the principles, practices and actions presented below. I STATION AREAS · What is needed to make station areas attractive and active? · Why do some station areas succeed and others not? · This section provides some insights to these questions through discussion of principles, practices and actions for influencing the qualities of station area environments. DEVELOPING STATION AREA QUALITIES While the following principles, practices and actions are focused on station areas, they embrace the common philosophy and concepts discussed throughout this manual. Many of the practices and actions overlap and can be applied within other principles in this and in other sections of the manual, and specifically in Chapters 3 and 4. This information is intended for use by cities, communities, developers, employers, and the public to establish a planning and iraplementation foundation for station area development. It is meant to assist with the design, use and mainte- nance of station areas, with the goals of enhancing the functionality, attractiveness, and unique character of station areas, and in making transit a more viable travel option. Station Area Principle i: Create a sense of organization & orientation Creating a sense-of-place amd identity for Station Areas is essential for opti- mizi~tg both the effective~ess of transit a?~d solidifying its presence as an attractive feature of the community. In addition to building form and la?~ uses, how this is achier)ed depends largely on the organization and orienta- tion of its buildings, streets, public spaces, a?~ pedestrian features. The goal is to make the station area ea.:perience unique a?~ we'morable, and one that people want to experience again. Practice C-1: Establish a Sense-of-Place for Transit The focal point of the Station Area is Transit. Typically this means trains, but it can also mean buses and shuttles too - or a mixture of them all. As the focal point, tran- sit facilities must have a strong sense of identity and place with clearly established links to, and within, the community. Transit facilities should not be isolated or con- cealed - they should be prominent features that blend with and enhance surround- ing areas; ideally, they should project a feeling of safety and security to residents and travelers, as well as the unique character of the surrounding community. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DR~,FT FOR PUBlIC REVIEW APPENDIX Actions · Integrate Transit by design; station buildings and passenger shelters should be designed to compliment surrounding land uses and architectural design features, and reflect the unique character and features of the community. [Image with descriptive caption] · Provide transit information and "Pathfinder" cues that inform people how to find transit facilities and key destinations alike. [Image or small map] · Provide "real-time" information at key bus stops and on station platforms. [Image of bus stop shelter with real-time info display] · Implement transit priority features in streets. This assists transit operations and also helps to solidify public perception that transit is a permanent, and depend- able, feature of the environment. Practice C-2: Create a sense of entrance The arrangement of the station area should intuitively orient pedestrians to the community and the community to the station area - you should now where you a're where, you step of the bus or trai~.! At large or terminal stations it is even more important to provide riders with both a sense of where they are and how to get to where they want to go. Act/ohs · Provide information and signage that tells transit riders where they are within the region, city and community, and how to get where they want to go. · Provide information about transit - this includes timetables, route maps, fare information, hours of operation (last train or bus), emergency numbers -any- thing that the rider may use as they get on or off transit. · Consider station names that. reflect elements of the surrounding community. Practice C-3: Create visual cues Monuments, public features, and buildings provide reference points that help to ori- ent and guide people as they move through the community. Actions · Create landmarks ~ use anchor buildings or prominent public features, such as plazas, monuments or fountains, to provide "landmarks" that help pedestrians to spatially orient themselves · Use streetscapes to provide perspectives that focus on transit services and key activities or features present around the station area. · Establish an integrated system of aesthetic, easy understand and highly visible of signage. Practice C-4: Create line-of-sight guides Establishing sight lines to and from the station allows pedestrians to easily orient themselves to surrounding areas. It focuses attention to key destinations and forms mental images that can easily be understood and recalled. 03.02DRAFT FOR PUBLIC REVIE~,*~ A MANUAL OF BEST PRACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE 3 APPENDIX A~'ons - · Ensure that trees, fences or signs do not block views of major landmarks. · Arrange building so they direct and organize views. Specific Station Area or redevelopment plans provide ideal opportunities to establish building forms that frame, focus or open view corridors. · Use natural topographical features, such as slopes or waterways, to guide development and establish visual reference points. Practice C-5: Orient development to pedestrians Surrounding station areas,~treets and pedestrian pathways should be united. Streets having transit services should offer transit-friendly features that assist both transit operations and pedestrians, including spacious sidewalks, landscaping, street furniture, and transit-preferential traffic features. For more information on the design of pedestrian environments see Chapters 3 and 4, and for transit- preferential street features see Chapter 4 and Appendices A and B. · Orient or re-orient buildings to streets. · Provide a variety of street level activities. · Provide signage and human scale details at street level. · Establish a range of activities and services that both serve the community and the transit rider. · Avoid forcing people to cross wide busy streets or expansive parking areas. · Use traffic calming and street design practices to moderate traffic speeds. Practice C-6: Provide Transit Information Passengers can feel extremely insecure without fundamental information. When does my train come? Where do I board? How do I catch a bus? How do I get to Main Street, or the Museum? Critical information should be easy to find and readily avail- able when it's needed - and it should be easy to understand. To feel secure, transit users must know they can complete their trip easily, and without getting lost. Actions · Provide current, timetables (posted and pocket-size versions), directional signage to bus stops and train platforms, and information about transfers, fares, connec- tions and information about key destinations and activities along the line(s). Tailor information to the service levels and activities around the station area. · Identify key "decision-points" where riders may catch other transit services or reach key destinations. This includes directions about how to reach key destina- tions after leaving transit. · Establish a "pathfinder" program to orient riders to the community and the com- munity to the station area. Signage should continue into local streets so riders don't feel abandoned when they leave the station area, and when they're in the community they can understand how to return. · Anticipate questions that visitors might ask (FAQ) about the area, and prominent- ly display that information at high activity points around the station area. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW APPENDIX C · Provide real-time information about, next bus or train, destinations, connections and system reliability. Make real time information available in public areas of the station or transit center, on platforms, in transit shelters, at bus stops and over the Internet. Principle 2: Consider the form and scale of surrounding buildings How buildings look - their form and scale - set the tone for how people react to them. How buildir~gs relate to o?~ a?zother a?~d their surroundings is eqtmlly as important. In a sense, we shape them, arui then theqj shape us - so it is important to carefully co~.sicler the form and scale of buildings whe~ conceiv- ing the qualities ora station area. Practice C-7: Provide Transit Supportive Land Use Density and Activities adjacent to transit There is a strong statistical correlation between the density and diversity of devel- opment, and transit use - higher density developments close to major transit lines generate higher transit usage (more trips) than sprawling single purpose land uses. It also makes transit more efficient and conducive to increasing service levels. Mixing land uses is a well-established, and time-tested practice that helps to create more vibrant, and interesting communities. A Transit-Based Housing Survey conducted by VI'A and the Silicon Valley Manufacturing Group {SVMG) revealed that Light Rail corridor residents use light rail and bus combined as their predominant commate mode more than five times as often and have lower car ownership rates compared ~h residents countywide. Actions · Target higher-density mixed-use development station areas. · Organize site plans and plan for activities that offer services and amenities that enhance the surrounding community, and that make the station area a focal point of activity. · Provide pedestrian and transit-support facilities. Practice C-8: Use unifying architectural features and materials Buildings that share few, if any, common features can create a cluttered and unor- ganized appearance that. detracts from the overall visual experience of an area. Responding to the context of existing buildings and by varying building height and facades can help orient, and attract pedestrians. This practice can also create more interesting places by creating a sense of discovery; where around each corner there is something new to see, and where you ndght by chance meet someone you know. Actions: · Highlight major pedestrian connections and routes by using special paving, colors or other enhancements (such as landscaping and lighting.) [Image with descriptive caption] · Consider what's there - the building outlines, rooflJnes, and exterior materials when in-filling or redeveloping areas. Soften the perception of change by building in context, with existing design features · Consider a design "theme." If what's there isn't, so nice, consider a unifying design theme that can be implemented through the use of unifying architectural features and materials [Image with descriptive caption] 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PLIBLtC REVIEW APPENDIX C Principle 3: Make securily & safely a priority The perception of safety is ofl~ equally as important as actual safety - even if a station, area has little or no actual i~cid2nts ofcr~me or vandalism, if visual cues (such as graffiti or trastk or simply the way structures a~ walkways are arranged) create a feeling of neglect or deterioration, people will be deterred from. usi?~g it. Seldom used places can fall into a process of rapid decli~qe a~d deterioration. For tra?~sit service to thrive, station areas must project a sense of safety a~d security. Practice C-9: Create 'Safe Space" Attractive public spaces provide a spontaneous perception that the area is safe and secure. If people perceive public space as unsafe they will rarely choose to travel through it, let alone be "in" it. Safe Space builds on the notion that - through by design - public places can be formed in a way that establishes a feeling of personal safety and discourages criminal activity. A~ons: · Provide direct and unobstructed views to major destination points. · Encourage "eyes-on-street" uses by locating activity generating uses on ground floors and orienting them to the street. · Provide adequate and strategically placed lighting. · Avoid creating visually separated spaces with landscaping and street furniture. · Integrate new or redeveloped space with heavily traveled pedestrian paths or streets. Practice C-10: Create Activit)t It's a simply notion - people feel safer when they are other people around - and they're right too, they are safer. Increasing the number of people in and around station areas creates a setting that draws in more activities, and more people. Making those activities as visible as possible, and increasing activity during off-peak times is especially important. Presence simple presence of people discourages potential criminal activity. Actions: · Provide activity generating uses in and around the station area. · Make activities visible - consider "kiosk" uses such as magazine stands, and food and drink vendors that provide visible on-street activities and compliment the pedestrian environment. [Image sidewalk kiosk] · Encourage shared use parking - for instance, designed lots or structures for use by commuters during the day and for residents, entertainment or shopping activities during evenings. · Provide windows and openings that look out onto walkways. · Encourage all-day services, such as computer companies, to locate offices in the station area to increase late-night activities. · Schedule maintenance activities for off-peak times, when fewer transit riders are in the station - the presence and activities of maintenance personnel during these times adds to the sense of activity and gives riders reassurance that the station is safe and cared for. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW APPENDIX C * Work with local law enforcement or private security firms to schedule random, but regular, patrols. And increase security patrols during off-peak times when less people are present. · Create environments that encourage residents to take evening and morning walks around the station area. · Establish a "Neighborhood Watch" program. · Provide working telephones and emergency communications equipment. Principle 4: Create community identity Each community has unique qualities, ancl station areas can be designed to .reflect them. And in terms of station areas "community" ~n~ans r~ore thaw. VTA and traw.sit riders; it v~a?zs nearby residents, employers, workers, merchants, and visitors alike. Even simple features can ewcourage communi- ty stewardship and help to establish the essential "place-making" qualities intuitively recognized by both inhabitants and visitors. Practice C-11: Use design elements that reflect the community Unique and thoughtfully crafted architectural features and art. not only help to integrate transit facilities and establish a unique identity for station areas, they can also imbue a nurturing sense of coramunity ownership and identity. Actions · Build on architectural and urban design features present in the community. · Reflect the Community Name in the Station or Transit Center name. · Encourage Community Symbols. Providing local artwork can express the values and unique character of the community and improve the aesthetic quality of the area. Practice C-12: Provide Comrnunity Information Allowing coraraunity groups and local institutions to display information about their activities and services can enhance the sense of community and arrival by letting riders and visitors know where they are, what they can do, and where they can go. Ac~ons: · Provide '~icinity" maps with the station in the center · Provide answers to questions like is the community residential or business orient- ed; where the local landmarks and activities are; what. the conununity values are; and what makes the community unique · Provide directional information to community activities and attractions Practice C- 13: Encourage Local Activities Planning activities that bring people to the station area and surrounding public spaces help solidify the image that transit is a part of the community, not separated from it. Community improvement projects, such as organizing community events around station areas, can help to establish the station area as a community meeting place and asset. 0322 A MANUAL OF BEST PRACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE "7 gRAFT FOR PUBLIC REVIEW APPENDIX C Principle 5: Provide a well-maintained station area The visual q~lity of an environmen, t is firmly linked with the perception of safety; consequently, the quality of maintenance provided in a station area directly affects a person's perception of safety. Trash mzd graffiti might not assault you, but it can make an area appear neglected, a?zd unsafe. Theme Parks and Shopping Centers k?zow well the value of aggressive maintenance programs - the trash is s?z~tched up al~nost before it hits the ground! Public places deserve thiz same level of care also. Providing an attractive well- maintained station area enhances the stations' value as a central feature of surrou~<ti~t~ communities mz~t employment areas. Practice C-14: Develop programs and partnerships for maintaining all areas People don't care who has jurisdiction over the various parts of the station area or adjacent land uses, they simply expect things to be clean and well maintained. Public budget progranuuing should include sufficient funds for quality maintenance programs. Actions: * Use tasteful building and finish materials - these don't have to be expensive, there application simply needs to be well thought out. · Organize local involvement to assist on routine maintenance. · Pursue economic assistance programs for adjacent property owners facing expensive repairs. Practice C-15: Reduce the need for maintenance Is all that pavement really necessary? Are there too many areas you must walk around but can't be "in." Careful planning of paved and landscaped areas not only reduces the need for - and cost of- maintenance, it can also make nondescript spaces more interactive and user-friendlier. Ac'dons · Economize paved areas. Unnecessary paved land is better used for public spaces or pedestrian facilities. · Use low maintenance materials and landscaping. · Provide trash receptacles at regular intervals, more in heavily used areas. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUDLIC REVIEW APPENDIX D LAND USE BUILDING DENSITY GUIDELINES FORTHCOMING 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE J DRAFT FOR PUBLIC REVI~t// APPENDIX METHODOLOGY IDENTIFYING MULTIMODAL STREETS FORTHCOMING 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE I APPENDIX F MULTIMODAL FIELD SURVEYS MULTIMODAL FIELD SURVEYS INTRODUCTION Chapter 7 of the Manual includes discussion of strategies for revisiting Level of Service policies. These strategies are meant to expand the range of potential trans- portation improvements constructed in conjunction with new development in select- ed locations, particularly within the VTA Gores and Corridors, where WfA and its member agencies are focusing on intensifying land use and improving multimodal travel. To implement this goal, any chosen strategy needs a way to ascertain the most effective multimodal improvements for a given area. Multimodal field surveys are intended to provide local jurisdictions with the infor- mation regarding multimodal travel conditions necessary to accomplish this task. Three distinct parts of the physical environment would benefit from this kind of attention: · Road intersections; · Road segments; and · Transit stops. Equipped with knowledge of multimodal travel conditions resulting from these field surveys, as well as from the materials presented in the Best Practices Manual, local jurisdictions could then begin dialogue regarding the most effective ways to improve multimodal travel in those areas in conjunction with new development. This ldnd of information is most valuable within a 1/4 mile radius from the proposed project, and up to 1/2 mile on the most direct routes between the project and vicini- ty rail stations, as this is the area in which most multimodal activity may be expect- ed to occur. Transit stops and key intersections and street segments would then be selected for survey within this focus area. For each of these selected locations, the analyst would complete the appropriate survey form. These survey forms then could be included in Transportation Impact Analyses. The purpose of the field surveys is to identify any particular features in the vicinity of the proposed project that may warrant special attention as the development pro- posal moves forward. The multimodal features and design discussed in the Manual might then be included with projects to improve multimodal travel in the project vicinity. Some features will be more critical under certain circumstances than other fea- tures, and it is expected that plarning and engineering judgment be utilized in responding to the findings of these surveys on a case-by-case basis. The surveys are meant to aid staff in understanding which multimodal improvements would be most effective for improving the bicycling and walking environments near the project site, increasing the accessibility of the project to nearby transit, and developing site designs that are supportive of multimodal travel. FILLING OUT THE SURVEY FORMS Segment Field Survey · Fill in the roadway name, the names of the roadways that mark the beginning and end of the segment, and the general direction of the roadway segment. · Fill in the segment's length, posted speed limit and average daily trips. · Gheck whether or not there are parking restrictions. A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 03.02 gRAFT FOR PUBLIC REVIEW APPENDIX F In the "Typical Cross-Section" diagram, measure the typical widths of alt-compo- nents of the street cross-section indicated, and check the box for parking between buildings and the street if it exists. If the particular component of the cross-sec- tion does not exist for a segment - for instance, if there is no bike lane--write 'zero' for the measurement. The rest of the form is laid out so that features can be noted for each side of the street, plus the median. · Under "Land Uses", check the boxes for each type of land use found along the appropriate side of the roadway segment. · Under "Other MultimodaI'Features", check all boxes for the features found along the street segment. "Traffic buffers" include items such as bollards and other fea- tures which serve to buffer pedestrians from traffic. "Traffic calming devices" include items such as speed humps, speed tables, neck-downs, and other physical features that discourage speeding. Intersection Field Survey · FiLl in the names of the intersecting roadways. · Fill in the signal information, and, if signalized, check any signal arrangements that apply. · Fill in the "Lane Configurations" diagram, noting the number of right-turn lanes, right-through lanes, fight-through-left lanes, left-through lanes, and left-turn lanes for each approach. · In the "Measurements" diagram, take measurements for all boxes. If the item measured is not present, write 'zero' in the box. - Curb radius is to be estimated; taking one side of the curve, measure the tangent from the point at which the curve begins to the point where it would meet the tan- gent from the other end of the curve. Measurements of the two tangents should be equal, and will give the curb radius. - Measure the maximum crossing distance for each crossing. If channelization islands are present, include as separate measurements the distances at which the islands begin and end. · In the "Multimodal Features" diagram, check the boxes for which indicated fea- tures are present. - For bike features, ff bike lane is present at the intersection, check the box. If it is dashed, check that box. If, instead, it is striped to the inside of the right-turn lane (RTL), then check the appropriate box. If there exists a detector for bicycles, check that box as well. Also indicate whether there is a lefl.-turn detector for bicy- cles. - For the median, check ff the median is raised. Also note whether the nose pro- trudes Into the crosswalk. If so, indicate whether there is a curb cut within the crosswalk. Lastly, note whether or not there is a pedestrian pushbutton. - For crosswalk type, check the appropriate box. "Prohibited" is meant to account for locations where crossing is not allowed; "none" refers to locations where no crosswalk is marked, but where crossing is allowed. For special treatments such as ladder striping, paving, or raised crosswalks, check "other" and explain. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 05.02 DRAFT FOR PUBLIC REVIE~¥ APPENDIX F - Pedestrian signal equipment includes the "ped button", which is the pushbutton used to trigger a pedestrian phase in the signal cycle, and the "ped signal head", which is the actual 'walk/don't walk' sign. Also note the presence of audible signal equipment, which produce sounds indicating when pedestrians should cross. - In the center of the intersection, indicate whether there exists a traffic circle or a modem roundabout. Traffic circles are raised islands in the middle of intersec- tions, and have no specific traffic rules attached. Modem roundabouts are inter- sections that include raised islands such as traffic circles, but also include chan- nelization of approaching traffic using striping and splitter islands, and include specific rules for traffic operation. For details on these features, see the intersec- tions section of Chapter 4 in the Manual. Also note whether or not curb exten- sions or channelization islands are present. · The "Other Muitimodal Features" section is meant to capture other features, including any transit stops located near the intersection, pedestrian-scale lighting, and whether the intersection is raised or has special paving treatments. Transit Stop Field Survey · Fill in the name of the roadway on which the stop is located, and the name of the closest intersection road. · Indicate the VTA routes served by the stop, and the VTA ID of the stop. · Fill in the boxes in the diagram. "Curb lane width" is the width between the curb and the outermost lane's dividing line. If a curb bulb-out exists, measure the width and length of the bulb-out; if not, write 'zero'. If a bus duck-out exists, measure its width and length; if not, write 'zero'. Measure the width of the sidewalk at the bus stop. If sidewalk width changes with at the location of any buib-out or duck-out, note as such and include a measurement of that width as well. · Check the appropriate boxes for the presence of muitimodal features. "Directional signage" is signage that directs transit users from the stop to nearby destinations, and vice-versa. "Pedestrian plaza" refers to the presence of a pedestrian plaza adjacent to the stop. 03.02 A MANUAL OF BEST PRACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PIJBLIC R~¥1EW APPENXDIX F MULTIMODAL FIELD SURVEY: STREET SEGMENTS II VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW APPENDIX F ' MULTIMODAL FIELD SURVEY: INTERSECTIONS Signalized: Signal Circle Type: Lane Configurations Roadway 1 :__ Yes Single-Phase J Roadway 2: No Separate I Pedestrian Phase Ali-Pedestrian , . Phase Twa-Phase I Pedestrian Crossing MEASUREMENTS numJ~r oJ~ number of approach receiving lanes lanes width [eshmot~]~, maximum num~c of ~ r~ew~ng j I lan~ ~ mimum cm~ing numar of distance appr~ ~ lan~ wi~ ~ _ a~r~ch J J [ ~imum lan~ ~ ~ crowing ~ ~ ~ numar of ~ disuse ' I I r~eiving ~ ~ lan~ ~ m~imum ~sing ~ dis~nce m~ianJ widm cu~ ~ ~ curb radius radius [~ma~] [~ma~] num~ numar of r~eiving o~ app~h Janes Jan~ .... zz ...... - , 03.02 ~ A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 5 ORAFT FOR, IJBilC RE¥1EW APPENXDIX F MULTIMODAL FIELD SURVEY: INTERSECTIONS (CONTINUED) MULTIMODAL FEATURES ped button ~ ~ bike lane: J ,~ped button --j ~ ped signal head ped signal head ~ ~ dashed audible ~ ~ inside of RTL ~ raised median,~ audible x~,x / ~ del~tar J ~ nose in crosswalk "\ ,,/"' xxxx /' bike left- ~ ped button ped b,~.on [] ~ ~/ ~ turn detec~ ~ ~ curb cuts ~, L ...... ' ~ ped bu.on ped signal head r'q xx ~, / ~ '" / - -- ~x~.~ z/ ~ ped s gna head · ~ ~ ~ E]cunocuts . ~ c~a~ne~za~on, : ista~ ....... ,/ island : '" ~ curb crosswalk marking type: curb ~, ~ bike lane: crosswalk marking type: extension .g none extension ~ dashed .~ none ~ prohibited ~ inside of RTL ~ prohibited [] standard [] detector ~ standard '~ other:__ [] other: ~ bike left-turn detector raised median L~ ~ ~ traffic circle (' ~.' raised median nose in crosswalk r~J r~ modern roundaboutl ~ nose in crosswalk curb cuts ~ ~. curb cuts ped button ~ ~ ped button bike left-turn detectar ~ crosswalk marking type: crosswalk marking type: ~ bike lane: ~ none ~q none ~ dashed · ~ prohibited ~ prohibited ~ inside of RTL ~ standard "~ standard Z] detector '~channelization r~ other: channelization Z] ~ other: , --" island ~ island --- -- pedbutton~ x~ ~~~ I ..... ~extenSionb ~./Zpedbutton pedsignalheadg /?~ ['x~curbcuts ~, curbcutsg/ '~ '~'-,, ~pedsignalhead audibleg/ zz? ~' i /~ xxr~audible ~ bike left-turn / / \ nose in crosswalk g detector / '"' 'x raised median ~ / ~ ped button g g bike lane: ped button ~ curb cuts [] g dashed ~m peel button ped signal head -~ J ~.' inside of RTL g ped signal head audible gJ g detector ~ audible Other Multimodal Features: Transit Stop Pedestrian-scale lighting Right-Turn-On-Red restrictions Raised Intersection Other: VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.g2 DRAFT FOR P[JBLIC REVIEW APPENDIX F MULTIMODAL FIELD SURVEY: TPL6,NSIT STOPS Roadway: VTA Bus Stop ID: Closest Intersecting Routes Served: Roadway: curb ~ bulb-out lenglh I lane width -- bulb-out width duck-out width sid width bus duck-out length Other MultimodaJ Features in the Vicinity: __Shelter Seating Safety lighting __Pedestrian-scale lighting Shade trees Directional signage for transit users Pedestrian plaza 03,02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE DRAET FOR PUBLIC REVIEW AP'PENDIX G MODEL POLICY FOR INTEGRATING TRANSPORTATION AND LAND USE HOW TO USE THE MODEL POUCY This Model Policy is designed to identify key policy elements and suggest language that cities can use directly or indirectly, in whole or in part., in crafting their own policies that support the concepts, principles, practices and actions outlined in VTNs Community Design & 7Yanportatiou Program. and its Man.ual of Best Practices for Integrating Transportation and Land Use. It is not intended to be pre- scriptive. Rather, it recognizes that each jurisdiction has cmique opportunities and constraints that will influence the structure of policies that support VTA's Best Practices P~vgram for Integrating ~ra?~po'rtation and La~d Use. MODEL POLICY Policy Number: 000-00 Effective Date -/-/- Background To meet the needs of dynamic and growing communities, transit, roadway and pedestrian facilities must play increasingly important roles in [jurisdiction's name] total transportation system. Supporting policies should be reflected in all aspects of the General Plan, plan amendments, and subsequent plarming. Accordingly, it is imperative that a strengthened "transportation consciousness' be fostered on the part of city planning, engineers, administrators, and City Council Members, as well as development and financial communities, and citizens of [jurisdictions name]. Further, it is vital that the financing and development of future needed pub- lic transit facilities and services are coordinated to opt/mize the benefits to both local jurisdictions and the region. Puri~e The purpose of this policy is to convey the high priority that the Council attaches to the concepts, principles, practices and actions conveyed in VTA's Community Design & Dmasportation Program, and its Manual of Best Practices for I?~4egrati~!~ ~'~znspoy'taticnz and La?~t Use, to shaping and guiding growth and development in Santa Chra County. In cooperation with the Santa Clara Valley Transportation Authority (V'rA), to conduct tI~e necessary planning and attain the protection and acquisition of transit rights-of-way, and funding of transit capital, operating and maintenance costs, local roadway, bicycle and pedestrian projects. It shall be the policy of the City to work closely with VTA in planning for and imple- menting the development of public transit,/ntegrated and continuous pedestrian and bicycle routes, and transportation facilities in the Santa Clara area. More spec/fically, the City recognizes VT,~s Community Design & 7Yans'portation Program framework of 6ores, corridors and station areas as priority locations for directing future growth and Intensified pedestrian-oriented, mixed-use develop- ments. The City shall pursue implementing measures (as listed below) in the area of planning, engineering, right-of-way protection and acquisition, the funding of guide- way and facility construction, operation, and maintenance, and intra-agency and intra-jurisdictional coordination and partnerships. 03.02 A MANUAL OF 8£$T PPACTIC6S FOR INTEGRATING TRANSPORTATION AND LAND USE 1 D~AFI FOR ffffJLIC IEVIEW APPENDIX G Implementation 1. Planning & Public Works A. The Planning and Public Works Departments shall regard infrastructure supporting transit service, bicycle and pedestrian environments as an integral component of all land use and transportation planning studies and programs. B. The Plam~ing Department and Public Works Departments shall regard integrated and continuous pedestrian facilities as an integral component of all land use and transportation planning studies and programs, with added emphasis on connections with transit stops and stations. The General Plan's land use, transportation, m~d urban design elements mid maps shall clearly depict existing and proposed community cores, transporta- tion corridors, and station areas (including fixed guideway transit) as outlined in the Valley Transportation Authorities long range transportation plan, Valley Transportation Plan 2020, specific corridor plans, and the Community Design & Transportation Program. Land use and development intensity and diversity recommendations shall be incorporated into the General Plan to reinforce the use and effectiveness of these areas. (Refer to and attach list and map of VTP 2020 cores, corridors and station areas.) Do General Plans shall be structured to include innovative and effective methods for implementing the tenets of VTA~s Community Design & Transportation Program. Eo Transit opportunities shall be thoroughly studied and evaluated in the prepa- ration of Spec/tic Plans, Community Plans, Area Plans and similar planning documents. Programs for pedestrian and bike routes, and transit routes, rail stations, transfer facilities, and bus stops shall be identified in all community plans. Land use proposals and transit plans shall be complementary with each other, as well as with the surrounding community form and scale. F. Needs and opportunities for enhancing pedestrian environments, including gap closure connections and enhancement corridors, shall be identified and evaluated in the preparation of Specific Plans, Community Plans, Area Plans and similar planning documents. Pedestrian infrastructure and amenities providing enhancements to key connections with transit facilities shall be given high priority in plarming and programming efforts. G. The locations of existing and proposed train stations, bus stops, and transit centers shall be shown on all plan maps, as appropriate. Ho Multimodal streets, and potential multimodal streets, as defined in VT,Cs Community Desig~ & 7kansportat/on Program, and its Manual of Best Practices for Integrating TRansportation a?~d La?~ USe, and identified by City staff, shall be included in the General Plan and identified and evaluated in the preparation of Specific Plans, Community Plans, Area Plans and similar planning documents. Planning and programming of supporting infrastructure and enhancements for these facilities shall be conducted as part of estab- lished policy. VTA COMMUNITY DESIGN & TRANSPORTATI'ON PROGRAM 03.02 DRAFT FOE PUBlIC APPENDIX G 2. Right-of-Way Prolection and Acquisition A. The authority contained in State Government Code Section 66475.2 and (insert relevant local Municipal Code Sections - ff none propose language) shall be utilized in the processing of new subdivisions and resubclivisions to obtain transit reservations and/or dedications. B. Where identified by Council-approved plans or other Council actions, reservations and/or dedications of needed transit fights-of-way shall be sought in conjunction with development permit application reviews. C. Reservations and/or dedications of needed transit right,-of-way shall be provided for as part of development agreements, as required by the applicable commumity plans and specific Council actions. D. Reservations, dedications or encroachment permits of needed rights-of-way for bus stops shall be provided for as part of the permitting process, development agreements, and as required by the applicable community plans and specific Council actions. E. Encroachment. permit applications shall be carefully reviewed to preclude installations of permanent-type improvements within future transit rights-of-way, as previously determined by Council. 3. Funding of Transit Construction Facilities, Operation and Maintenance A. Acting in concert with VTA and other agencies, the City shall strongly pursue land use policies that. support VTA's efforts to acquire Federal Transit grants for rail projects. B. VTA and Council-approved transit alignments and stations shall be incorporat- ed inW community public facilities financing plans. Where appropriate, the City shall utilize development agreements, development fees, and or ordi- nances to allow for in-lieu fees, special assessment districts, air-rights leasing, and other such mechanisms to obtain funding for multimodal infrastructure. C. Appropriate levels of financing for multimodal facilities improvements (tran- sit, pedestrian and bike) shall be incorporated in Assessment programs or Exaction agreements based on Council-approved community plans and proj- ect specific condition of approval. D. Legislative proposals at all levels of government that will provide increased funds on an equitable basis for local transit construction and/or operation shall be strongly supported. 4. Coordination with Other Jurisdictions Where other agencies or jurisdictions have identified transit routes, multimodal transportation and transit corridors, and transportation facilities, they should be considered for incorporation into the appropriate City plan document. History Adopted by Resolution 0/00/02 A (~.82 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ D~FT FOI[ PUBLIC tEYlEW APPENDIX H TRANSPORTATION DEMAND MANAGEMENT: PROGRAMS AND STRATEGIES WHAT IS TDM? Transportation Demand Management (TDM) refers to the set of activities aimed at increasing the efficiency of existing roadway systems by reducing the demand for travel by single-occupancy vehicle (SOV) during the peak period. The basic con- cept of TDM is to divert travel demand away from SOV travel to alternative modes such as bicycling, transit, and ridesharing; TDM activities sam to facilitate and encourage use of these modes. TDM encompasses a wide range of strategies, but all are designed to move com- muters from peak-period SOV travel to the following alternatives: · Bicycling ,Walking · Carpooling · Vanpooling · Car Sharing · Existing Transit Services · New Transit Services · Off-Peak Commuting · No Commuting TDM activities work to make these alternatives to peak-period SOV travel more attractive and more viable to the commuter. Sometimes this goal means providing commuters with safe places to store their bikes; and sometimes it means giving them more financial incentive to get out of their cars. CHANGING THE COST OF COMMUTING The most effective TDM programs offer commuters meaningful financial incentives to use alternative transportation modes. There are several ways for employers to provide such financial incentives. Direct Charges for Parking Parking costs a lot of money. The average surface parking space costs $3,500 to construct, and a space in a parking structure costs an average of $20,000, this excludes the cost of the land. There are maintenance costs for structures as well, which can average $600 annually. The users of parking, company employees, do not see these costs directly, although they may be paying the costs indirectly through lower wages. This disconnect amounts to a subsidy that benefits employees only when they drive. Charging employees directly for parking allows them to see the cost of driving, and gives them the option to forgo that cost by not bringing their cars to work. In Santa Clara County, Stanford University charges its workforce, over 20,000 strong, for parking at work. Employee parking is divided into three zones which correspond to their proximity to the core campus worksites, and the charges are implemented through a system of parking permits and parking patrol that's enforceable by Santa Clara County. 03,02 A MANUAL OF BEST PRACTICE5 FOR INTEGRATING TRANSPORTATION AND LAND USE I APPENDIX H Parking Cash-Out Parking needs for an employment site are currently assessed by calculating the number of employees who will need to park. But what if more employees were to leave their cars at home? Employers could then save thousands of dollars by build- lng less parking, or, if parking is leased, could then lease less spaces. Some of these savings could be turned around and be given to those employees who decide not to drive alone, changing the relative cost of choosing alternative commute modes. This process is called parking cash-out, in reference to the idea of 'cashing out' parking by paying employees not to drive. Most worksites in Santa Clara County provide free parking to their employees. But only commuters who bring their cars to work can take advantage of this benefit. Cash-out programs offer employees the option of receiving free parking at the workplace or foregoing a free parking space in favor of a cash payment. For employees, then, cash-out programs can serve two purposes: to be more equi- table to commuters who already arrive at work by alternative mode; and to £man- cially encourage more commuters to do so. Cash-out can be implemented when: · An employer or developer builds a new employment site · Current parking is leased · The land occupied by current parking is re-developed for a different use Stanford University offers 'clean-air credit' to employees for not purchasing a park- ing permit. Credit amounts to $90 annually for a full-time employee. Employees can choose cash or apply the credit towards a variety of transportation-related items, such as transit passes or bike locker rentals. Subsidizing Rideshare Employees can encourage more carpooling by picking up the tab for carpool fuel costs. To encourage more vanpooling, employers can also subsidize vehicle cost, either directly or indirectly. Free or Subsidized Transit One effective way to encourage commuters to ride transit is to make it cost less to them.In Santa Clara County, there are several ways to reduce the cost of transit to the commuter. · VTAfs Eco Pass program offers a way for employers to provide free transit service to their employees. Por a fiat, annual fee based on number of employees, an employer can purchase Eco Pass, giving its employees access to free, unlimited rides on VTA. Under certain arrangements, Caltrain also can be part of the Eco Pass program. Employers taking advantage of Eco Pass include the City of Cupertino, Cisco Systems, and Walmart San Jose. · The Commuter Check program is offered by RIDES and allows employers to make up to $65 per month available for any transit service in the region. Considered a benefit, this amount is tax-free. Hewlett-Packard Company offers its employees $20 per month in Commuter Checks. VTA COMMUNITY DESIGN & TRANSF'ORTATION PROGRAM 03.02 DRAFT FOR ?LJB~IC REVIEW APPENDIX H · Employers are not limited to existing programs for transit subsidies. Lockheed Martin Corporation employees receive a free monthly VIA Flash Pass when they purchase one, effectively cutting the price in half. And Intel Corporation subsi- clizes its employees to take public transit, regardless of the operator, at $35 per month. Other Cash Incentives Some TDM programs provide direct cash payments to workers using alternative modes of transportation, regardless of the chosen mode. Apple Computer Corporation's TDM program includes a $1 payment for each day a worker com- mutes by'alternate mode. It operates on the honor system with employees noting each day's mode on their time sheets. Preferenllally-L_ocated Carpool Parking Although it is not an effective replacement for financial measures, preferentially located parking for carpools can provide further incentive to carpool. Hewlett- Packard Company, Intel Corporation, Stanford University, and Lockheed Martin Corporation all feature preferential carpool parking at their worksites. MAKING THE CONNECTION Employers locating in areas that. are not already well-served by transit can fill the service gap themselves. They can do this in two ways: either by introducing feeder service to connect worksites with existing transit, or by introducing new express service wholesale. Shuttles connecting to Caltrain, Light Rail, and AMTRAK Capitols service are routinely provided through contributions of employers such as Hewlett-Packard Company, 3Corn Corporation, Intel Corporation, Lockheed Martin Corporation, Siemens Corporation, and Stanford University. Companies can also go a step further, as did Lockheed Martin Corporation; through an agreement with San Joaquin Regional Transit District, Lockheed Martin employ- ees can hop an express bus from Stockton, Tracy, or Manteca to Lockheed Martin's Sunnyvale worksite. The service recruits Lockheed Martin employees as drivers, and operates on a subscription basis: a rider commits for one month of service and is assigned a seat in the 35oseat motorcoach. HELPING COMMUTERS TO LEAVE THEIR CARS AT HOME Carpool Matching Finding the right partners can be the biggest impediment to carpooling. Carpool partners should live and work in dose proximity and keep similar working hours. Employers can help match commuters by maintaining a central database of poten- tial carpoolers. This database can be web-based to provide easy access to company employees. Several companies maintain internal ridematching services, such as Hewlett-Packard Company, Siemens Corporation, Intel Corporation, and Stanford University. In addition, RIDES maintains a regional ridematching database, which is open to the public. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC REVIEW APPENDIX H Car Sharing Programs Car sharing programs make vehicles available to people on a per-use basis. They allow people to use a car when they need it without incurring fixed costs. Fees are paid based on how much they use it. Lots are conveniently located throughout urban areas, and reservations for use are quick and easy, and available on-line. Car-sharing programs encourage transit for commute trips by allowing employees who could commute by transit but need a car during the day to leave their cars at home. It expands mobility options by providing people access to a car when they need one, but frees them from having to select it as the habitual mode of choice. It reduces the need for parking; since multiple people use the same car, fewer spaces are needed for automobile storage. It can also make housing more affordable by reducing the number of parking spaces required for each dwelling unit and encour- aging shared-use parking facilities. Developers who save space (and money) on parking can leverage the efficiencies of "city living" and build more housing on the same amount of land. For employers, car-sh~/ring programs allow employees access to entire fleets of cars located conveniently throughout the city. It can provide an economical way for companies to have access to fleets of vehicles for meetings out- side the office while the company incurs charges only for the per hour per mile use. And as usage grows so does convenience since more people accessing the system means more pick-up and drop off locations. Car sharing programs, having their odgin in Europe, ate now mobilizing interest all over North Araerica. Seattle, Portland, Vancouver, Washington D.C., and San Francisco all have developing car-sharing programs. For the Bay Area, the City CarShare program offers an extensive and growing fleet of vehicles and centralized pick-up/drop off locations. Both businesses and individuals can join City CarShare. To learn more about the Bay Area City CarShare program logon to www. sfcarshare.org. Bicycle Facilities Employees wishing to make the switch from driving to biking require support facili- ties. Such facilities include: · Bicycle Storage: Lockers and Racks · Showers · Clothes Lockers These bicycle facilities should be included in plans for new or expanding employ- ment sites. [should we excerpt from the Bicycle Technical Guidelines here, or just reference?] intel Corporation maintains, at no charge to its employees, bike racks, a bike enclo- sure, bike lockers, and shower facilities in every building. Pedestrian-Friendly Design Commuters are more likely to switch to alternative travel modes if their worksites are conducive to walking around. Employers and developers can design new employment sites to be pedestrian-friendly, with appropriate placement of build- ings relative to transit stops and public streets, as well as design features such as pedestrian paths, sidewalks, street trees, and pedestrian-scale lighting. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DR,~FT FOR PUBLIC REVIEW APPENDIX H Stamford U~versity's campus, serving as both classroom and worksite, features a network of pedestrian and bicycle paths connecting to all buildings, as well as a pedestrian- and transit-only zone where motor vehicles are prohibited. As a result, high numbers of Stanford's employees take transit to campus and walk to their final destinations. Employee-Serving Uses: On-Site Services Employees will not leave their cars home if they cannot accomplish their daffy busi- ness without them. Employers can help by providing needed services on-site. Such services can be promoted as part of a benefits package to attract new employees, and can be subsidized by the company through below-market rents. As an example, Siemens Corporation subsidizes the operation of a store and a cafe- teria which offer several on-site services, including: transit sales; dry cleaning; film processing; dining; kid's school lunch preparation; postal service; exercise facilities and classes; dental service; flower, candy and gift sales; shoe repair; over-the-count- er medication sales; an Automated Teller Machine; and a credit union. Employee-Serving Uses: Accessing Off-Site Uses Some companies recognize that not all the needed services of employees can be provided on-site. Instead, they opt to provide employees with transportation servic- es to reach off-site locations during the day. Employers can provide these services in a variety of ways. One solution is a shuttle. Another solution is a fleet of corporate vehicles made available to employees through a reservation system. Guaranteed Ride Home Emergencies arise. Whether it's a sick kid or a personal thing, workers need to be able to leave work in a hurry, and get to wherever they need to be. Without a guar- antee that they'll be able to get around in an emergency, employees will not com- mute by alternative mode. Guaranteed Ride Home (GRH) programs are designed to address just these instances. Employees who enroll in GRH programs receive access to transportation such as taxi service in the event of a personal emergency, for a limited number of times every year. GRH programs have found that enrollees rarely use the program, and rather gain peace of mind from the enrollment. At 3Corn Corporation, program enrollees are eligible to use the service up to four times yearly. In 1998, the GRH program there gave rides on 35 occasions. GETTING EMPLOYEES TO STAY HOME Another way to reduce peak-hour vehicle trips is to get employees not to travel at. all during the peak period. Companies have implemented some policies aimed at this goal, and are experimenting with other strategies as well. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC REVIEW APPENDIX H Staggered and Flexible Work Hours - Simply allowing workers to set their own hours, or setting staggered working hours, can change the company's peak travel period and reduce peak-period demand on the roadway system. Telecommuting Some companies have wired the homes of employees so that those employees can access the company network from home. Hooked into the network from home, these employees may not need to show up at the office at all. While it may not be reasonable, or desirable, to send employees home all the time, even making telecommuting an option for some employees for a few days out of the workweek can significant reduce a company's overall peak-period trips. New Working Arrangements Some companies have even begun to question the traditional model of maintaining a central office where workers converge every day. For workers whose primary work is done on a computer rather than at a factory, the traditional office model is not necessarily the only workable one. Evidence suggests that some workers have already discarded the model of going to the office. Sun Microsystems, Incorporated, performed an internal survey and found that on a typical day, 30% of its employees do not show up at their regular worksites. These workers are still doing work; they just aren't doing it at the office. Sun Microsystems, Incorporated, is one company experimenting with different work models. The company, based in Santa Clara, has opened small 'satellite' offices near residential neighborhoods in San Francisco. Employees of Sun who live in San Francisco can opt to use the satellite office rather than make the XX-mile commute to Santa Clara. These satellite offices have temporary workspaces that are not assigned to specific workers, but rather can be used by any worker on any given day. The satellites also include fast connections to the company's network and small meeting rooms. Mobile Sun employees use their laptops as their desks. TDM AND THE DEVELOPMENT PROCESS Program Requirements Local jurisdictions often delineate a set of actions to be carried out by the sponsor of a development project before giving approvsd for that project to move forward. These sets of actions often include specific TDM activities, such as those mentioned above, to be conducted by the developer. These actions can be implemented as conditions of approval, elements of Development Agreements, or environmental mitigation. Performance Requirements An alternative method of encouraging TDM implementation is the identification of performance requirements. Under this method, local agencies simply prescribe the maximum number of auto trips that a new development can generate, leaving the specific actions for reducing auto trips to the discretion of the development's occu- pant. The local agency needs only to confirm the development's compliance with the performance requirement, and to specify actions to be taken if the performance VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR P[JBLIC REVIEW APPENDIX H requirement isn't met. For example, one possible such 'remedial' action is a fee to local agencies for agency-led mitigations. In this way, the project occupant acquires a vested interest in developing a robust TDM program which employees really use. The implication is that an ongoing moni- toring process is needed for measuring actual auto trips generated. LEGAL CONSIDERATIONS State Law enacted in 1995 prevents public agencies from requiring employers to implement employee trip reduction programs. While this restriction eliminated local trip reduction ordinances applying to all businesses, many opportunities to establish trip reduction programs remain, particularly through the project approval process. Public agencies are still free to set TDM requirements, or enforceable per- formance standards, such as limiting trip generation. And even in the absence of a government mandate, some companies are willing to maintain TDM programs as community and employee benefits, and are open to suggestions for trip reduction measures. ADMINISTRATIVE CONSIDERATIONS The bundle of services ~'~ow~ ~ TDM does require ongoing administration. For large employers, this cost is relatively small, but for small employers, it may be pro- hibitive. In this case, it is still feasible to implement ongoing TDM programs through a Transportation Management Association (TMA), a collective of small employers created to pool the costs of TDM. Monitoring programs to assess the performance of TDM programs, coupled with penalties for non-compliance, may also be neces- One helpful resource for developing and implementing TDM programs is RIDES for Bay Area Commuters, Inc. RIDES is a private, nonprofit corporation, funded by the Metropolitan Transportation Commission (MTC), the Bay Area Air Quality Management District (BAAQMD) and county congestion management agencies. RIDES maintains a large knowledge base for alternative-mode commuting in the Bay Area, including a carpool matching database and transit and carpool informa- tion. SOURCES 3Corn Source: Craig Van Kessel, Commute Coordinator, 3Corn, March 1999. Hewlett-Packard Source: Linda Haddock, Commute Coordinator, March 1999. Intel Source: Jennifer Avila, Commute Coordinator, March 1999 Lockheed Martin Source: Gari Young, Commute Coordinator, Lockheed Martin, March 1999. Siemens Rolm Source: Rose Siller, Commute Coordinator, Siemens Rolm, March 1999. Stanford University Source: Susan Law, Parking and Transportation Services Program Manager, Stanford University, March 1999. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 7 DRAFT FOR PUBLIC REVIEW,',/ APPENDIX I ACCESSIBILITY INTEGRATION FOR PERSONS WITH DISABILITIES INTRODUCTION TO ACCESSIBILITY INTEGRATION The principles behind Best Practices in many ways mirror the principles of univer- sal design. The goal of universal design is to create integrated, easy to use, pedestri- an friendly environments that do not draw attention to any specific accessibility features. New or remodeled £acilities are expected to conform to state and federal accessibility standards, but truly proving accessibility in the integration of trans- portation and land use practices will require some additional thought and attention to detail. Creating accessible environments necessitates creative thinking and view- Lng the world through many different eyes. Individuals with disabilities are not a homogeneous group. Disability cuts across all social, economic and ethnic lines. Likewise there are many disabling conditions that go beyond what we have tradi- tionally viewed as "disabled." Many people have l~dden disabilities that limit their mobility, such as arthritis or heart conditions. Age may also be a disabling [actor. With advancing age many people experience hearing or vision loss. These condi- tions may directly impact how people cross streets, find entrances and receive criti- cal audible or visual information. This chapter provides some concrete examples of creative thinking by applying the principles behind Best Practices as they relate to designing user-friendly environ- ments for individuals with disabilities. The Pedestrian Interface The principles of providing accessible paths of travel should be integrated into all site development work. All walks, entrances and exits should be universally usable by people of all physical abilities. Ramps should be visible and not hidden by low walls or plantings. Paths developed exclusively for recreational purposes also need to be accessible, with adequate amenities such as resting areas, water and toilet facilities. Safety for people of all abilities should be considered in the layout of pedestrian streetscapes. Safety features include ensuring clear lines of site at transit and vehicular crossings, as well as providing audio and visual cues when crossing streets, train tracks, etc. The design of curb ramps is critical in this regard. In-line ramps oriented to the predominant direction of travel should be used. This type of design allows wheelchair users to enter the crosswalk at a safe location and orients blind pedestrians in the fight direction to cross the street. Long distances across streets should be minimized through the use of islands or other resting areas. Pedestrian paths of travel through vehicular transportation areas should be linear and direct whenever possible. Signals should be timed to anticipate people who move at. a slower rate. Finally the use of audible and tactile devices such as audible pedestrian traffic signals, talking signals and vibrating pedestrian crossing activation buttons provide supplementary information to blind and visually impaired pedestrians. Adequate sidewalk width is critical in order to allow adequate maneuvering room for mobility devices such as wheelchairs. Wider sidewalks prevent the syndrome of disabled people having to ask other pedestrians to move out of the way when they are trying to pass, or allowing for adequate room for two wheelchairs to pass each other. Designs for sidewalks and other pedestrian waikways should include discrete designated areas for the placement of utility boxes, street furniture and other amenities. This will allow for greater flexibility over time and reduce pedestrian I)3.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE [ ORAFT FOR PUBLIC REVIEW APPENXDIX I congestion due to the addition of these items at a later date. This problem is illustrated in residential areas that have curbside trash pickup programs. People are inconsistent where the cans go and they often end up across the sidewalk. For people who use wheelchairs, trash collection day constitutes at least three days per month when their mobility is severely limited. Areas designated for trash cans should be placed on the buffer strip so that pedestrian routes are not obstructed on trash collection days. Pinally, street furniture should be fixed in place whenever possible. Although the Best Practice principles emphasize public transit over the use of private vehicles, many individuals with mobility limitations will still rely in some degree on private vehicle use. Street and off-street parking should be provided in proximity to the uses provided. When using buffers, care needs to be taken to break up plantings between the sidewalk and street to allow for deployment of lift- equipped vehicles. In densely populated or vehicle intensive areas, adequate off-street parking should be provided to eliminate parking on or across the side- walk, which blocks accessible routes. Finally it should be recognized that based on their disability status, some people simply cannot use public transit. Paratransit is a fact of life that needs to be integrated into any land use plan. Integration with Transit Direct connections to public transit from building entrances also benefits people with mobility limitations who often find it difficult to traverse longer distances. Effective integration will need to include way-finding systems for people with visual impairments so transportation stops and facilities can be easily identified. Transit schedule information, as well as real-time updates, must also be delivered In audible format. When locating or designing bus stops or transit platforms, it is critical that these areas be located on level areas, so as to allow safe ingress and egress from trans- portation vehicles. Adequate space is needed at bus stop zones to balance the inter- action between vehicular lifts, ramps and the ground surface. Elements such as landscaping, benches and other street furniture need to be coordinated with the entire bus zone. Many disabling conditions are exacerbated by inclement weather. Weather-protect- ed places should be provided, especially at transit stops where people may have to wait for extended periods of time. Building/Facility Entrances Visual, audible and tactile cues allow people with sensory disabilities to locate build- ing entrances. Signage should be sized according to viewing distance on eyelevel and to human scale. Signs should be high contrast and non-reflective. The use of audible signage technologies such as "talking signs" is also encouraged. The use of awnings is also encouraged as a universal design feature. By providing a strong visual cue, awnings help distinguish building entrances from building faCades. They also provide shade and weather protection. Placing bicycle racks directly at building entrances can pose problems for individuals with mobility impairments. Parking for bikes should be encouraged, but designed so as to not block sidewalks or entrances. Unoccupied bicycle racks should be placed so as not to create a non-detected barrier for blind people. Additionally, the needs of VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVIEW APPENDIX J people using adapted bicycles and tricycles needs to be addressed in terms of rock placement, rack and lock design and transfer space. Finally, automatic doors at entrances to commercial buildings provide better access for everyone. Adequate lighting is crucial to accessibility for people with visual impairments. Streetlights are often very similar in color to the yellow caution light on stoplights, which doesn't offer enough contrast to the dark for people arith low vision. The lighting spectrum needs to be properly selected to assure access for people with visual impairments. Landscaping Landscaping m~terials need to be carefully selected and properly maintained to provide an accessible environment. Tree branches and overhanging vegetation hinders accessibility to walks and sidewalks for people who are blind or visually impaired. Soil in tree pits can settle, exposing roots and causing dangerous tripping hazards or areas that can tip people out of wheelchairs. Finally, the ground cover adjacent to surfaced walkways can spread, causing the buildup of debris and reducing the clear width of the walkway. Encouraging a Mix of Uses Best Practices in land use planning should encourage the use of satellite social service offices at cores and transit stations. Social service offices offer valuable support that the disabled need for independent living. Unfortunately, however, many such agencies have reduced accessibility because they are located in outlying areas or are spread apart over long distances, necessitating driving or long distance travel on public transportation. The concept of higher density multi-generational housing benefits individuals with disabilities. Higher density housing provides support and interaction opportunities as well as allowing people to age in place utilizing existing support networks rather than nursing homes. Amenities The design and frequency of amenities provide individuals with disabilities with better access to the built environment, and should be included in Best Practice design principles. The following amenities should be included whenever possible in cores, corridors and station areas: * Drinking Fountains o Public Restrooms · Public Gardens · Accessible user-friendly trash receptacles · Seating of many different varieties with backs, arms, no arras, etc. CONCLUSION As David Sucher states in his book City Comforts, "an ordinary, even banal struc- ture can and will be transformed into a marvel if the designer and builder have 0~.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC REVIEW APPENXDIX I thought through the users' needs and reflect those needs in detail." In identifying the "users' needs" in any endeavor to integrate accessibility for individuals with dis- abilities into Best Practices for transportation and land use, it is important to remember that Individuals with disabilities are not one unified group. Sufficient emphasis cannot be placed on the fact that the groups that represent Individuals with various classes of disabilities do not always agree on the best ways that access should be achieved. There is no unified voice for Individuals with disabilities because disability cuts across all social, economic and ethnic lines. This diversity makes it necessary for planners to use creative thinking, and to view the world through many different eyes in order to achieve universal accessibility. There are, however, some basic accessibility elements, particularly those that include the prin- ciples of universal design, which should be integrated into any Best Practi~es pro- gram for transportation and land use. By mirroring the principles of universal design, the Best Practices recommended here work together to create integrated, easy-to-use pedestrian friendly environments that benefit not only individuals with disabilities, but the community as a whole. RESOURCES ON ACCESSIBILITY DSA's California Access Compliance Reference Manual Includes California access laws and California Title 24 Accessibility Regulations www. dsa. ca. gov/Universal_Design ADA accessibilily Guidelines (ADAAG) Federal ADA accessibility regulations. Includes supplements for state and local government facilities and for building elements designed for children's use. wv,~r, access-board.gov Uniform Federal Accessibility Standards (UFAS) The federal design standards for federally funded projects. www. access-board.gov Accessible Rights of Way Manual: A Design Guide The federal Access Board developed this guide in cooperation with the Federal Highway Administration in order to provide advisory Information until guidelines for public rights-of-way are developed. The 148-page guide shows how existing ADA standards for pedestrian routes on sites can be adapted for application to side- walks and street crossings. It provides best practices recommendations, along with the rationale behind them, for the design, construction, alteration, and retrofit of public pedestrian facilities. www. access-board, gov Detectable Warnings: Synthesis of U.S. and International Practice The federal Access Board completed a study on detectable warnings that surveys the state-of-the-art in the U.S. and abroad and summarizes the installation and effectiveness of various designs. These warnings provide tactile cues at intersec- tions, drop-offs, and other potential hazards to people with vision impairments. The results are provided in this 150-page report, which was developed to provide guidance to transportation engineers, planners, and others involved in the design VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC REVI£W APPENDIX I of public rights-of-way. The report includes information on the need for warning surfaces in public rights-of-ways, a review of research, guidelines, and standards on detectable warnings, the use of detectable warnings in the U.S. and abroad with illustrative case studies, product manufacturers, and recommendations. www. access-board, gov Accessible Pedestrian Signals This report, previously posted on the Board's site, provides a synthesis on current technology in accessible pedestrian signals, including a listing of devices and manu- facturers in the U.S. and abroad, and a matrix comparing the features of each device. Several different types of devices are available, including audible, vibrotac- tile, and transmitted, from several U.S. and foreign manufacturers. A detailed dis- cussion of orientation and mobility techniques used by pedestrians with vision impairments is included in the report. www. access-board, gov BEST PRACTICES ACCESSIBILITY CHECKLIST The Best Practices Accessibility Checklist is intended as a general guide to assist planning, design and construction professionals in recognizing key architectural and policy issues affecting access for persons with disabilities. This checklist is not a substitute for the actual codes and regulations, which should be consulted. Practice: Provide an accessible pedesh'ian route. An accessible pedestrian route is a three-dimensional corridor of accessible travel that encompasses all walks, entrances and exits. It should provide for equal opportunity of use, and should maximize independent use by all pedestrians, regardless of physical abilities. rq The pedestrian access route should maintain a minimum height, from floor to ceiling, of 80", clear of overhanging tree limbs, protruding objects or other horizontal obstructions. rq The pedestrian access route should maintain a minimum clear width of 60" to allow for comfortable passing of two wheelchairs. [] The pedestrian access route should have a "vibration free zone" (smooth area, free of cobble stones, textured concrete, etc) located within it that. is minimum of 48" wide. [] The pedestrian access route should maintain a cross slope of 296 or less. [] The pedestrian access route should offer a continuous connection to curb ramps and crosswalks at the street and to building entrances. [] The pedestrian access route should include minimal gaps at transit rails and detectable warnings (raised truncated domes) at rail crossings. [] The pedestrian access route should maintain a 596 maximum road crown across streets. [] The pedestrian access route should be developed along pedestrian paths of travel, used by all pedestrians including people with mobility impairments. [2 The pedestrian access route should include ramps and other accessibility features that are clearly visible and not hidden by walls or plantings. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE ~ DRAFT FOR PUBLIC REVIEW APPENXDIX I [] The pedestrian access route should provide sufficient buffers at setbacl~s (e.g., residential areas) to allow a buffer between pedestrians and pets (e.g., aggressive dogs residing behind low fences). [] The pedestrian access route should incorporate fixed i~ place street furniture, whenever possible. Practice: Place parking areas to avoid compromising the pedestrian environment. [] In shared parking lots, spread out rather than cluster disabled parking spaces so spaces can serve the mix of uses available. [] Consider creating "time t~mited" accessible parking spaces in areas where parking is a premium or where employees (having legitimate accessibility placards) of nearby businesses take up designated accessible street spaces, thereby removing those spaces for general public use for short term purposes. A first step may be a "courtesy" sign asking long-term users to be considerate of short-term needs. Since State law limits the extent to wkich time limits can be placed on accessible parking spaces, options for addressing this issue must be carefully evaluated. Practice: Design site orientation, circulation, and building placement to support a range of transportation choices. [] Orient building entrances with transportation stops and entrances to provide a linear progression for blind/visually impaired persons. [] Provide a percentage of space for bicycle lockers to accommodate adult tricycles and other adapted bicycles. [] Provide priority parking for car, vanpools and people with disabilities. [] Parking meters, bicycle racks, bicycle locking devices, and lockers, and other amenities should be located on an accessible route and positioned so as not to become a hazard or protruding object for people with visual impairments. [] Hand controls for parking meters, bicycle racks, bicycle-locking devices, news racks and lockers should be operable without tight grasping, pinching or twisting of the wrist and within accessible reach range. Practice: Avoid blank walls. [] If the design incorporates interactive wail surfaces, provide access to visual and auditory program materials for people with visual and hearing disabilities. [] Provide an accessible route to public art pieces, particularly when they axe located on grass or some other inaccessible surface. Label art pieces using clearly contrasting signs. Provide equivalent information for blind individuals. [] Place and or adequately guard public art so as not to create a protruding hazard or overhanging obstruction for blind/visually impaired pedestrians. [] Use awnings to provide a visual cue distinguishing building entrances from building facades, and to also provide weather protection when entering or exiting a building. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT fOR PUBLIC I~EVIEW APPENDIX J Practice: Provide human-scale details for pedestrians. g Maintain landscaping so as to insure the clear width of walks and sidewalks and avoid unplanned changes in elevations between paved and unpaved surfaces (tree pits). [] Break up plantings between the sidewalk and street to allow for deployment o£ lift-equipped vehicles. [] Keep shrubbery or low overh~g branches £rom projecting into the pedestrian way. [] Allow space for the deployment, of wheelchair [Lfts at designated accessible parking and passenger loading zones. [] Keep plant height low at and around medians where pedestrian crossing occurs. Practice: Provide visual cues, landmarks and useful signage. [] Signage should conform to requirements for non-reflective, high contrast, human-scale, and simple font type. [] Utilize talking signs, vibrating crossing activation buttons and other orientation devices to provide equivalent information to people with visual impairments. [] Way finding systems, directories, and information displays should include accessibility information. This information should be available in alternative formats for visually or hearing impaired uses. Practice: Provide adequate lighting. [] Select a fighting spectrum that assures sufficient contrast and illumination levels to provide access for people with visual impairments. Practice: Transportation Demand Management Programs ~rDM). [] Evaluate parking management strategies to make sure that incentives do not unfairly discriminate based on disability status. Practice: Transform arterials into multimodal boulevards. [] Select low height plants at and around medians where pedestrian crossing Occurs. [] Provide islands or other resting areas on wide streets. [] Provide linear and direct pedestrian paths of travel through vehicular transportation areas. Practice: Provide high amenity, accessible and functional transit stops. [] Provide adequate sidewalk width to allow deployment of transit vehicle lifts. [] Create a delineated area where lifts will be deployed. [] Promote policies to keep transit stops clear of clutter. [] Locate bus stops at level areas. [] Provide weather-protected shelters for commuters to wait. [] Allow adequate space for wheelchair users and their companions. 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 7 gRAFT FOR PUBLIC REVIEW APPENXDIX I Practice: Give pedestrians with mobility impairments time to cross the street. [] Use signals that are timed to anticipate people who move at a slower rate. [] Use islands or other resting areas to minimize long distances across streets. [] Use countdown signals at busy intersections. Practice: Provide easy-to-understand signal indicators for pedestrians. [] Use locator tones or other means to identify the presence of pedestrian pushbuttons for visually impaired pedestrians. [] Provide audible street signage to orient visually impaired pedestrians to their location and travel direction. [] Locate pedestrian signal activation buttons in standardized locations adjacent to level areas and not along the inclined surface of curb ramps. Practice: Design driveways and curb ramps for maximum safety and accessibility. [] Where driveways cross a walk or sidewalk, provide a maximum cross slope of 2% or less across the predominant direction of travel. [] Ramp, rather than flare the curbed approaches to driveways. [] Build in-line ramps instead of diagonal or corner return curb ramps; in order to orient blind and mobility impaired persons in the direction of travel. [] Use a clearly contrasting (light on dark]dark on light) surface color to distinguish curb ramps from the surrounding sidewalk surface. Practice: Provide accessible emergency notification equipment. [] Locate roadside call boxes and other emergency notification equipment along an accessible route. f~ Controls should be operable without tight grasping, pinching or twisting of the wrist and within accessible reach range. [] Equipment should facilitate use by people with vision or hearing disabilities. [] Equipment should be usable by people that don't have the ability to speak. Practice: Ensure safe roundabouts. [] Where roundabouts and continuous turn lanes are used, pedestrian routes should be incorporated that provide a logical, linear progression for visually impaired pedestrians. VTA COMMUNITY DESIGN & TRANSPORTATION PROGRAM 03.02 DRAFT FOR PUBLIC R~VIE~/ APPENDIX J BEST PRACTICE STUDY EXAMPLES FORTHCOMING 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 gRAFT FOR PUBLIC REVIEW APPENDIX K BIBLIOGRAPHY FORTHCOMING 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 DRAFT FOR PUBLIC APPENDIX L GLOSSARY FORTHCOMING 03.02 A MANUAL OF BEST PRACTICES FOR INTEGRATING TRANSPORTATION AND LAND USE 1 DRAFT FOR PUBLIC REVIEW