Bicycle Pedestrian Commission - Regular Meeting

Good evening, everybody. Welcome to the Bicycle and Pedestrian Commission meeting. Today is September 16, 2026, and I call this meeting to order at 7 p.m. and ask staff to proceed with a roll call, please.

Chair Isherbeck? Here. Vice Chair Madhupatla?

Here.

Commissioner Ganga? Commissioner Marcy? Here. Commissioner Wolff? Here. Commissioner Ganga?

Here. You can go to the next slide. Wonderful. Thank you so much. That takes us to the first item on the agenda tonight, which is the approval of the meeting minutes from our August 19 meeting. We have received the draft minutes with our packet. And I wanted to see if we have either some comments, clarifications, or a motion to approve. And it's from August 19th.

I'll make the motion to approve August 19, 2026 Commission meeting minutes.

Wonderful. Thank you. We have a motion to approve. Do we have a second tonight? A second. A second. Let's do a vote on the meeting minutes.

For the motion to approve the August 19, 2026 Bicycle Pedestrian Commission minutes, how do you vote, Vice Chair Isselbeck? Yes. And Vice Chair Modi Patla, Commissioner Ganga, Commissioner Marcy, Commissioner Wolff. Motion passed 5-0.

Wonderful. Thank you. Do we have any postponements tonight? No postponements. No postponements tonight. This takes us now to our oral communication. Oral communication is reserved for topics and persons wishing to speak on topics that are not on the agenda tonight. So anything that's not on the agenda coming forward would be open for discussion. Do we have any oral communications, either online or in person here?

We have one remote speaker, Nori. Welcome, Nori.

Welcome, Nori.

Hi.

Thank you very much for this opportunity. Can you hear me?

Yes, please. Go ahead, please.

I'm not so sure if I could speak this issue in this committee meeting, or I need to talk to Public Works. I emailed all of you the photo of the bicycle lane barrier area. I hope you could look at it. Those are located in front of the Cupertino Union School District Operations Center on Forest Avenue and Vista Drive near Lowe's Middle School. There are many concrete barriers on Stevens Creek now. The bicycle lane barrier is great for protecting cyclists. However, it is hard to for driver to right turn without hitting or scratching that real right tire. I often drive on Stevens Creek from and turn right at the Blaney Avenue. The concrete barrier is low and we cannot see the sharp edge of the barrier when turned. It's even hard at night. We have to drive very slowly and drive forward enough to clear the edge. Many people already scratched or even cut the tire. There are black markings on the edge of the barrier already. There are many different barriers in each city. The metal big barrier in front of the Cooper Team Union School District Operations Center is ideal. It is heavy duty, protect the bicyclist, and visible for drivers. The metal post should be done on Stevens Creek, like El Camino in Mountain View, rather than the low a concrete sharp edge barrier. Thank you very much for listening.

Thank you so much, Nori, for your comment. We will definitely look into this in one of our future upcoming meetings there. Thank you. Any other oral communication topics tonight?

We have no remaining speakers, Chair.

Excellent. Thank you. That takes us to, I don't think we have any old business. I don't believe it still takes us into new business, which is item number two on the agenda tonight. And the first, this item number two is around Vision Zero action plan. It's the annual report update that I think we're receiving from Matt, a presentation tonight, Vision Zero update.

Yes, and once it's set up, Aaron, Good evening, Commission. I'm going to be providing information on the Vision Zero Action Plan. This is the annual report that's required as part of the Vision Zero Action Plan, which was adopted by council in 2024. So the Vision Zero Action Plan has the stated goal of achieving zero KSI, so serious or fatal injuries, killed or serious injury collisions by 2040. In terms of relevant projects or things that have started since the plan's adoption in 2024, Stevens Creek 2A, the Lawson Middle School Bikeway, installing speed radar feedback signs as part of the city's H-CIP grant, as well as putting in high-purpose pavement to just kind of make it so that vehicles don't have as many rear-end collisions. We also began development of the active transportation plan, which was an implementable action included within the Vision Zero action plan. And we also lowered speed limits on McClellan, Blaney, Mary, and Fosbeck Road. So when the plan was being developed, in order to develop the high injury network, you need a 10-year data set. Work on the plan began in 2023, which meant that the necessary data was going to be 2012 to 2021. So this annual report looks at the years following that 10-year data set. And then due to kind of a one-year lapse in reporting from the state and making sure that the collision data is QC'd thoroughly, that's why this Vision Zero annual report is coming this year as opposed to last year. So the annual report is supposed to do a couple of things. It's going to look at friends, comparing it to what's in the action plan, and then evaluate the city's progress towards achieving that 2040 goal. The main focus of the plan, again, is those KSI's. So those killed or serious injuries. And here's a high level overview of how 2022 to 2025 compared to the baseline that's included in the plan. So for the last few years, we've seen a decrease in injury collisions, a slight increase in KSI's. Our vulnerable roadway users, so our bikes and peds are a greater population of those KSI's than they were in the Vision Zero Action Plan. But the KSI's are not as concentrated around the intersections, although injury collisions generally are about the same. So while KSI's at intersections are about 65%, injury collisions are still over 80%. And then as was the case in the Vision Zero Action Plan, speeding is the primary cause of all collisions. And we'll go into the different primary collision factors for the different roadway users as well. So just a map here showing collisions by all modes, as well as highlighting where we have those ASIs. So severe collisions are shown with these crosses. Fatalities are shown with these small circles, gray circles. We had five fatalities over the period that we're looking at. And we had... kind of a collision pattern that really resembled what was identified as the high injury network. So what remained true was that Stevens Creek is still the most problematic roadway and the intersection of Homestead and De Anza, as well as Stevens Creek and De Anza are the top two intersections. So here we are looking at the reporting collision factor here. This is looking just at the KSI's, which is the focus of the Vision Zero Action Plan. Unsafe speed accounted for the most collisions, then improper turning, and different right-of-way violations. So as I mentioned, our vulnerable roadway users account for more than 70% of these KSI's. You can see here 2022, seven out of 10, six out of seven the following, five out of eight, six out of nine this last year. And I know this map is gonna be a little kind of challenging. So I'll explain it here. The bicycle heat map that's below the pedestrian heat map is kind of enlarged. So those areas aren't exactly They're shown visually greater than they actually are, just so that you can see them with the pedestrian heat mat overlaid on top. So you can see when looking at this that the pedestrian collisions kind of map well to where the bike collisions are occurring. So there's a high concentration of both bike and ped collisions here at Stevens Creek and De Anza, as well as at Homestead and De Anza. And then again, you see just the frequency of collisions that are occurring along Stevens Creek from Foothill all the way to Tantow. the bite collisions, kind of spotting in areas. And because we have about, I want to say, 30-ish, what you're looking at here in terms of the intensity of the heat map, these dots really represent a single collision. And then when you get more clusters, so this is about three collisions and the attachment that's in the staff report has the individual points mapped to them. But the takeaway here is that the locations that are problematic for the bikes tend to also be problematic for the peds. So when Touched only in here and looking at what is actually causing these collisions for different roadway users. Bicyclists are more at risk for improper turning, kind of similarly with pedestrians. And this is just now the left side of the all injury table here, or the column. Improper turning accounts for 30% of all the bicycle injuries, and then automobile right-of-way violations. So that would be improper turning, failing to yield to cyclists, and then unsafe speed at 19. Sorry, I don't know. There shouldn't be a decimal there. I was rounding up. And, but interesting, so when you come over here and you look at the KSI's, actually unsafe speed accounts for nearly 70% of the bike KSI's, where it's not really represented over here in the injury collisions, which just goes to show importance of addressing speed when it comes to reducing bicycle KSI's. But improper turning is also present. So these two collision factors are fairly similar. And then automobile right-of-way violation. For pedestrians, it's a right-of-way thing again, both for just the injury collisions as well as the KSI's. And then for the motorists, it's traffic signal and signs. So pretty much running red lights, not yielding when they should, and then unsafe speed. So traveling too fast in rear-ending vehicles is a common collision. But again, as you can see here on the KSI's, we had 12 KSI's for bikes, 12 KSI's for peds, and then 10 for motorists, which just highlights that our vulnerable roadway users are overrepresented in the share of KSI's. Then looking at the Vision Zero Action Plan's high injury network, it remains relevant. This is just the KSI's, not our collisions here. So most of the KSI's occurred at Stevens Creek. They occurred on De Anza and at Homestead. Really the Homestead and De Anza Boulevard intersection has a high concentration of these, as well as the Stevens Creek and De Anza intersection. So one thing I wanted to highlight here, in addition to kind of getting the collision data from the state and the sheriff and working to refine that and improve the data collection process, one thing we are beginning to do is look to third-party data sources to kind of better understand where active transportation is actually occurring. One resource that we are going to be looking at and exploring and referencing is Strava Metro. So I'm sure all of you are familiar with Strava. Strava Metro is a product that they have available to researchers and local governments, folks that are working on active transportation work, which just makes everyone's activity data visible to those with access to Strava Metro. So we'll be able to see where our recreational biking trips happening. It's also broken out. You can't really see down here, but we'll be able to tell what day of week being the most recreational cycling, what time during the day, whether or not those trips are logged as commute trips. and then kind of look at those maps and piece together common routes to see, all right, where is cycling greatest in the city, at least recreational cycling? And then how does that relate to what we're seeing in the Vision Zero collision data? So there's a cycling map here in the lower left, just a screenshot from that platform. And then on the right, we're looking at all of the pedestrian related activities that have been logged in the city. It's kind of funny, too. You can see over here at Apple that a lot of employees are logging their lunch blocks. So high intensity there. And then one thing we're excited about, and it took a while to get there, but we finally executed the contract, and we purchased a subscription with Streetlight Data, which is kind of the de facto big data transportation analytics platform that Caltrans uses, FHWA, City of San Jose. And what this does is it takes connected vehicle data, historical cell phone data, because they can no longer capture that. It also works with third-party vendors that conduct real-world counts. And it kind of allows us to look at, all right, where is speeding occurring? Where are there high incidences of abrupt braking? Where are people beginning their trips? Where are they traveling? So we can create... really refined corridors and isolate them and go, all right, what's speeding look like along this stretch of roadway? Not just the entire segment of roadway, but just a single block, or we can set up a series of gates and try and determine, all right, where is... There's a lot of collisions that are occurring that are listed with the primary collision factor of speeding. What does speeding actually look like on this roadway? So maybe we can make more intelligent decisions about infrastructure improvements along that segment. So we are going to be relying on this a lot moving forward. And again, we got the contract last week and are already scheduled with our customer success folks to spin this up. So this is kind of a screenshot I took today that looks at speeding. So I was just here. I set up a very simple gate on Finch Avenue. And you can see there's a lot of metrics and a lot of There's a lot of information here that we can gather that's going to inform how we look at our Vision Zero data in the future. So we get the 85th percentile. We also can look at 5%, 95%, what the average is, where speeding is occurring, or what those average speeds look like over the course of the day. And this is something both David and I are very eager to play around with. So the takeaway, there's four takeaways from the annual report this year, and that bikes and PEDs remain our most vulnerable group. They're also overrepresented in our KSI's. Intersections continue to be areas of concern. So looking at those and figuring out how to make the necessary crossing improvements should be an area of focus. Speeding remains prevalent as well as turning conflicts and right away concerns. And the high injury network is kind of a good north star to look at making decisions, especially the intersections of Stevens Creek and De Anza and De Anza and Homestead and Stevens Creek or Homestead Road in general.

Thank you, Matt. Thank you much. I think firstly, I wanted to see if there was any clarifying questions from the commissioners.

I'm surprised to see, you know, not to see the high-engine in Europe. Mm-hmm. Yeah. Where was that, Matt? Here we go. No. Yeah, this one. Okay. see all those red lines, all the major roads, but footwell in Polivod is not shown, even though there are a lot of bikers, and also there are two fatalities that occur.

Yeah, and the high injury network, as I said, was based on that 10-year data set, which was prior to those fatalities, and then so the Had the high injury network been developed following that, Florida Hill would definitely have been a high injury network roadway with the way that the network was.

So this diagram always shows pre-2024? This is all pre-2024? Yeah, it's 2012 to 2021.

Because the Vision Zero plan began its development in, I want to say, 2023, 2022? Mm-hmm.

I see. Just to clarify, the red lines that you have shown was from the Vision Zero plan, right? Yes. So that was what the previous 10 years was updated. There was the baseline. That's the baseline. But now, whatever you've added, like 2022 to 2025, That one is overlaid on that one, which kind of shows or reiterates the previous high-engineering network. Probably some additional extension might be worth looking at here at some point in the future. So do you have, like, you know, the street flight data, does it also include bicycle and pedestrian counts?

It does. They have two products. They had a legacy model, which we purchased because active transportation patterns haven't really changed that much. And the quality of that data is a lot greater because that product was based on cell phone data. And then the federal government intervened and said, hey, you can't take people's location data when they download a chess app. So they have a new model, but it's at a... it's at a scale that's greater than what's actually useful for us. So we have more granularity with the legacy model and it kind of breaks it down by five zones where we can see how many trips, how many daily trips are occurring within this zone. So when you compliment that Strava Metro data that actually maps to the open street map, you can see, all right, there is intensity here. So it's something we're gonna be looking at, yeah.

The black circles on this diagram, what are they for? Are they basically HIN intersections from the pre-action zero?

Yeah, so they're the high-injury network intersections of concern, the top seven intersections of concern in the VIG Vero action plan.

It's I-5, right? Mm-hmm. Oh, my office says area is not pretty bad. Then this area, right? This segment is where I live on McLaren. This should be pretty bad, this segment. I'll tell you why. Because of this concrete barriers, the cars come out, they block out the road, the bicycles are messed up, that's it all. and the car this way on both sides, they block out the bike completely. And because of this, you know, the divided lane, you are stuck, you cannot go. And if you're coming at a good speed, you are likely to hit. So I would avoid this area as much as possible. But since I live here, so I have to go come. And I avoid, you know, this one, because same problem, like the car's entering and exiting, and we are biking.

Yeah, that's the avoidance. a lot of conflicts. And then the big circles are the... Those are the high injury network intercepts from the Vision Zero Action Plan. Previous. Yeah.

So I have three questions. One is the Intersection, you see the one that Wolf and Civil Creek is not marked as high injury anymore. I think it's great because we had the improvements in terms of intersection. Have you seen in the data whether there were less KSI's and injuries at that intersection since the changes were made? It would be great to have that kind of data.

We can look into that, yeah.

That would be fantastic. That's one. The second one that I have is on your memo, you have the high injury network monitoring with the various corridors. And I'm just curious because I see that there is like the Vision Zero action plan KSI between 2012 and 2021. And then the next one, the next column is 2022 to 2025. So it's very like three years on the one side versus nine years.

Yeah.

So we're not comparing exactly the same period of time.

No, we're comparing what the baseline is within the action plan to the years that are following it. So ideally we'd do this annually, but the reporting lag, it's more years than it should be.

And it's an annual average. Yeah. This is an annual average. OK, that's much, yeah. Because it wasn't mentioned anywhere that it was an annual average. So that makes much more sense now. Thank you. And the last one is the app that you showed regarding the speed, et cetera.

Yeah.

Is it going to, at some point, replace this? I saw you were doing the speed measurements with these two rubber bands on this. Is it meant to replace that in the future? No.

It's complimentary. And actually we're going to break some of that ETS data or try to work with street light to incorporate that, to refine their model so that we actually have like a, you can think of it. It's like a live look into traffic up grounded, you know, the data that's been collected in the field.

And I sent you an email asking for more granular data. in terms of both, you know, now we are lumping the collations of KSI's vulnerable users, which includes bicycle and pedestrians. I think we need to separate that out, going back to the same Vision Zero model, right, for the yearly reports as well. And in addition to that, I was also looking, do you have it? I know in one place, like you, in one of the slides, for the KSI's, you just had a text added at the end, right? To show that at the footnote of the table, you added the text saying, out of 34 KSI collisions, how many were motorists? At least for the federal collisions, you had it. This table? No, the one before that. There was a table in the beginning, right? The first table, right? Yeah, this one, right. So I think it will be good for you to show the vulnerable users split into bicycle and pedestrians as well, because the treatments that we will apply or the crash mode that we will analyze will be different for the roadway users. So it's good to show that separately, even though they might be happening in the same corridor or same intersection. but analysis could be different and the counter measures could also be different.

Yeah.

I couldn't figure it out, but I was trying to kind of count that from your chart.

Yeah. So I can't believe you used to be in there.

So maybe after the clarification, I can tell you what at least I counted. It may not be accurate, but it's more like, counting the points in the map. But I think it'll be good for all of us to understand how things work. Second thing is also for each of the pollutions, you need to have more data in saying like the time of the day, the demographics, and is there any correlation or repeatability, repeated patterns like that?

We did look at that. There wasn't any kind of clear trend that time of day or visibility or lighting or things like that contributed. These were things that kind of occurred at all hours and all days and all conditions, including looking at weather.

One thing I saw a correlation, maybe it's correct or not, in Stevens Creek and De Anza, that intersection, in 2023, a fatal incident happened that happened somewhere around 9, 9.45 or something in the night. It involved a bicyclist and a motorist. And then in 2024, on the same intersection, there was another fatal collision that happened. It happened about 11 something p.m. at night. you know, and then it involved a motorist and a pedestrian as well. So I couldn't really, I mean, I don't have full data to really say both are related, but at least at a high level, it looks like why is it like on the same intersection in the nighttime two collisions happen?

I should have been more clear. Sorry about that. There is nothing in this data set that's dramatically different than the patterns that were described at Division Zero Action Plan. So those different collision profiles, exist today as they did when the plan was developed. So that's one of those things that was identified.

Okay. If this gives a good turn, maybe we'll talk to you once we come back for the discussion. Thanks.

Any more clarifying questions? Otherwise I will open up for comments from the public. If you have any external speakers on this topic.

We have no speakers, Sharon.

No speakers. All right. And let's bring it back to the Commission for a discussion on the topic. I don't think we have any votes or any outcomes in a sense to do here. No motion. So this really is mostly a discussion. I'm actually quite encouraged if you're starting getting access to some of the data, because I think it really will help us to make better decisions in the GIFs. I'm actually really encouraged about that. Maybe in a future meeting, we could also do a session with the tool. I mean, if you can work with us on showing us the tool, it would be super helpful as well.

Yeah, we can definitely do that. And it's our intent to also begin producing kind of traffic-related memos semi-periodically, just to show, hey, here's the utility of the tool, here's the questions that people have been asking, here are the answers according to the data here.

Do you have a nice ?

Yeah, so we do have speed. Pardon?

Oh, I believe public comment is we have open monitor as a public commentary period. But I think maybe you can cover the swing is maybe on the legal topic and cover the civics on your on your sleep there. Yes.

So if we wanted more information on the fatalities, could we go to the statewide integrated traffic record system individually? In the California crash reporting system, it's easy to navigate? Yeah. But you're moving away from that now, it sounds like.

We are. So collision reporting historically has been kind of a nightmare because it relies on the sheriff and then different third parties to, like, organize the information. So the Vision Zero plan is based off of this platform called Crossroads. So the 10-year data that's included in the action plan is all from Crossroads, which is essentially a citation tool at different locations what's the word I'm looking for? No, like police departments, law enforcement agencies use just to make sure that everything's captured. So that's Vision Zero. And then when we moved out of that, that 10 year period and started building out the collision database that's on our website, we were using Switters because at that point it was the most authoritative source. And then there was kind of a period in there where Switters was slowly becoming the least authoritative source. So we moved over to CCRS. So if you go in and pull the data from one, it may not show you everything that's in our database because it's kind of a combination of two, which is why beginning next year, we're solely going to just take the data directly from the Sheriff's Department, even though the data that they provide is going to take a lot of time to reformat and make it actually usable. But there's greater accuracy in it.

So would that data be – so the Sheriff's data, would that be available to the public too? I mean –

It should be. I don't know. Maybe not the fatality.

You can request information from the sheriff about accidents, but it's going to be highly redacted. And it may take time to get it. I mean, ultimately, we're going to have that information in our own data set. And a lot of it's going to be Collision data. So you can access it through us as it becomes available.

I will say the only difference really is in the motorist collisions. The agencies are very particular about making sure that those VRU collisions and then the KSI's are captured and accurate. So that data will be consistent.

Yeah, what I was trying to clarify is like we just for the initiation of the Vision Zero plan in our city, we worked with a high school student, could call him an intern, who helped us to collect data, like similarly collect like eight years, like the consultant did, like what the data. And that was from the SWI TRS database, plus also the county sheriff's department also was able to give us some data. And that has a lot of information. That's why I was just trying to, I sent you a note about that is, you know, one is this gave a good trend. but if we have to make a concrete action out of this trend, like every year, if you wait for this and then, okay, next year we're going to get more data, but then what did we do so that next year the same trend doesn't happen, right? We need, a city should act on it to make things happen, right? So for that, you need to, for each of the crash, you need to have a crash profile and kind of build that to find out what can we get from it, right? For example, you know, time of the day, lighting, age, vehicle movement, you know, whether it's pedestrian or bicyclist movement, right? What is the collision type, you know, collision factor? I think some of it you have, like, you know, right turn or right of way violation and so on, right? But speed, if it is any signal issue and things like that, right? So that is something that is inbuilt in that database. That's what we did, collected that information and extracted some relevant things and then kind of add some charts out of it so we can make something out of it, right? I think that one of the things that I would suggest is for the immediate needs, pick three or five high-energy intersections because it's high correlation that's from the Vision Zero data as well as the next four years is pretty much happening on the same side. Most of the crashes, KSI, that are happening in the intersections are closer to the intersections, right? That has not changed. So that pattern is continuing. And then now more fatal, like, you know, it's too much. One is too many. And then you're seeing exactly the same fatality on the same intersection over and over, let's say, which means there is something for us to really take a look at it so that next year it doesn't happen. And that first thing is to understand and analyze the trash data on at least some of these high-injury, like Homestead and De Anza, and Stevens Creek and De Anza, right? And then try to come up with some, maybe you can pick another one or two, but then come up with this analysis and then see what can we do to mitigate this, what countermeasures that we could have done that will stop it. And if you don't wait for active transportation plan and other things to happen for this to occur, because we can really pick three to five intersections and have a countermeasure of quick build treatments. It could be simple like signaling, or it could be some kind of an extension to giving more space for the pedestrians to cross across, right? And you know, this is not new. You go back and look at the Vision Zero toolbox. These are all in it, right? So we need to pick the right toolbox for the right problem, right? So that's the whole idea of the data-driven countermeasures. And then how can we use quick build so that, yeah, permanent projects might happen much later, but then can you do something which will bring this down for the next year.

Yeah, we can come back with a supplemental memo that kind of describes that in detail. That's something you'd like to see. I mean, certainly.

Yes, and then not only that, like supplemental memo with this additional data, and then also that kind of your recommendation on what should be the countermeasures that we can, near-term countermeasures that we can take on those intersections that will address this problem. And for example, you're already doing work on Stephen Street Boulevard, right, as part of the phase two effort. And then what improvement that we are doing in the signaling intersection, which would have been addressed. And I think Commissioner Harvey also asked about like, you know, we did some improvements on Wolf and, you know, Stephen Street Boulevard. We have clearly changed that. So if not, then we are not doing the right solution. So we need to really figure out what's the right solution. Right, I think that will be helpful. So when you come back with a supplemental memo with compromises or proposals.

Okay. Thank you. I just have one question on the Foothill Boulevard. So there's a fatality that, is that a car automobile related fatality?

A motorist hit a pedestrian.

And then there's another one that doesn't show up. It showed two fatalities on the Vision Zero annual report from 2022 to 2025. But then I look at the pedestrian plot. I show one fatality, and then I don't see anything on the bicycle. I guess what I asked is there's one fatality that's showing up on... your summary page, you show all the fatalities and all the severe injuries.

So we have one fatality on Tanto, two at the intersection of Stevens Creek and De Anza, one motorist fatality almost at Stevens Canyon Road, and a pedestrian fatality on Foothill. And there's two that are right on top of each other at the intersection of Stevens Creek and De Anza. So if you're looking at the map,

So that is a motorist fatality then at Foothill?

Yes, the bottom one, the one closest to the Stevens Creek Intersection. I was thinking it was a bicycle or pedestrian fatality. No, that was a motorist.

How many of them were because of DUI or something related to, you know,

Yeah, okay, that's clear. We can break that out, yeah. The intent of the annual report was kind of just to be more high level.

So in terms of discussion, so it's a...

So overall,

First of all, thank you for putting that together because that's exactly, I think all of us wanted to have this type of data to better understand how the city actually works in terms of KSI's. And that was part of the plan. So thank you for doing that. Thank you for following up. I think collectively, I think it's good to, you know, have a hard look at ourselves. And I think when you look at the KSI here, we're failing, relatively, the residents of Coupang because we're not banking. If the trend goes on, like if you see KSI is 10, 7, 8, and 9, that's not a trend that's going down. It's going to go down in 20-foot. So we're essentially failing everyone here. So I think we need to take a hard look at what are the things that we must do quickly to make that happen. If you look at the collision data, I think it's fair to say that very few of the accidents were pedestrians against pedestrians or bikes against bikes. It's always a car that is involved. That is my strong assumption. I think it's an educated assumption, but I think it's pretty reasonable. And when you look at, okay, what's the factor between a car accident and a pedestrian, then you would say it's a right-of-way violation. If it's a bike, it's an automobile right-of-way violation. So, to me, it looks like, you know, there's a strong case to be made, again, to separate the traffic flow of cars and pedestrians and bikes to make sure that these things cannot happen. If you look at the car-on-car, in incidents or accidents. You see here, it's the traffic signals and the signs. So what are the things that we must do in order to make that better? Because just looking at it and be like, hey, traffic signals are here. And what is it that we can change? And I think I go back to Commissioner Ganga's point about the Vision Zero toolbox is, okay, what is it that we can do in order to make that change? Because right now, as I said, we're not making progress towards the goal. And 2040 is going to come soon, I think. And that's not where we're going. We're not going to zero right now. So we need to do better.

So I see there's a... big drop in PSIs on the column. I mean, when you look at the data, is that attributed to that protected bike lane? We were compared to, you know, that section, I know before that was put in, there was a lot of, I mean, a lot of kids were getting hit.

And this goes maybe back to Commissioner Marcy's, where we can look at pre and post project collision data and Michigan make a judgment on that.

Yes. Any more discussion, any additional points anybody wants to bring up?

Just wanted to add one good point. In 2025, there was no fatality because we did the analysis. It was happy that no one died on Cooper demonstrates. Great to see.

What about 26 so far? 26 is...

I don't know.

We have not yet.

Yes, and there's the.

Oh, we wouldn't even know if there was.

Not aware of it, you know. Yeah, I'd just like to add some more points like this is regarding. I was just looking at the data. To see if I could make sense. So this is like 2022 to 25, right? So you know total of 42 pedestrian. crashes, right, out of which nine were severe or KSI, and then three, out of the three were fatal, right? So that is, and similarly, if you bike, if you take 87, then severe was three and fatal was one, right, total of four. So if you look at it, like, 29% of the pedestrian-involved collisions were KSI's. 5% of bike-involved collisions are KSIs. So if you look at, because more pedestrians are, of course, walking on the street. So 29% of pedestrian-involved collisions are KSIs. Roughly 30% are KSIs. 5% of bike-involved collisions are KSIs. So you can see that the problem is actually magnified in the pedestrian's case. It's obvious because more pedestrians are exposing themselves in the traffic and intersections and so on. But what's strike? Yeah, go ahead.

I'm saying we should solve for the pedestrians.

I'm not saying solve for one or the other. The majority of the... Exactly. So, like, for example, like, you know, separating the lanes is not going to solve the pedestrian fatalities that are happening. So, that's why I said, like, highlight data separated instead of lumping them and it's... Because the outer measures and toolbox from the code that you will be using will be different. Analysis also will be different. So that's basically what I was trying to get to. And so hopefully when you come back with a supplemental report, you will be able to get more insight. You will have more data. So you will be able to make informed data-driven analysis.

And we'll be able to incorporate some of that streetlight information as well.

Exactly. So if it is happening always at night, then the solution could be like, you know, improving the lighting or the solution could be, maybe do I want to have a leading pedestrian interval? Will that help something? I don't know from this, but you will be able to get that, you know, data and then come to us that we will make it. And then we don't have to wait. Like, for example, if you look at it last 10 years, to next 10 years, you saw that the injury collisions actually went down, right? It's 116 versus total, right, 95. But then if you look at ASI, it's 8 and 9, actually. In fact, it increased a little bit, pretty much the same. So unless we make changes, it's not going to change. You're going to see the same data again and again. So what fine treatments that we are going to make or fine contributions that we are going to make, that's going to help. We don't have to wait for, you know, I'm going to completely redo this here and state below. That's not going to help in other places. Or it will not be the intersection. They're not fixing the real problem. Right? So I think that's what I want to do. It's a very good point.

I think, you know, Gaga has a very good point. We need to look at the data. Because predestined by the measures are what you do is different. And I'm sure the next topic that we have for discussion is going to be pedestrian related, not a bike related.

And we'll keep that in mind when we produce the annual report next year with that level of detail that's required because the action plan called for our progress towards KSIs more broadly, whereas now we'll move forward breaking that out and providing some clear direction on progress related to improvements too.

Is that annual report going to be published somewhere or is that really just primarily for city internal kind of

No, it will be published and made available online. And it's also going to be, I believe, presented to maybe another commission.

We will be communicating it to the city council through an informational. And it will be available.

I think it would be substantially important to include some of the findings that Lango was just raising here. I think it would be really important to include those. I think because it, but the reasons already mentioned, so I wanted to repeat that, but to see the differences between places.

Yeah, there's definitely some nuance in that VRE, so we'll make that clear.

Ideally, a Vision Zero action plan calls for a task force, and then the task force is supposed to meet at least every quarter, and then look at the data and keep making iterations, right? And of course, like five years down the road, we might even update the Vision Zero plan itself with additional data that we collected all the time. That's what the other cities are doing, right? But then since we did not really constitute such a task force who's actively monitoring this, then it means that it comes back to the commission along with the staff to really do that periodically to make sure that this improvement is happening.

Would it be helpful for the city to have the quality kind of staff What is the task force? The task force is supposed to have a portfolio. I don't know if it's useful or valuable.

We looked at the feasibility of a task force because it is outlined in the plan. Yeah. It introduces complications. And we felt, at least for the time being, this was the best approach to be able to build it out there.

Mm-hmm. I think this is super helpful and super valuable. I really appreciate this together. Maybe in lieu of a task force, maybe we do it shorter, twice a year. I don't know. In this forum here. I think that would make sense. Like, for us to do it in this.

Yeah, exactly.

It doesn't need to be that long. Like, this is our first baseline, I guess. But moving forward, maybe just a 15-minute agenda item every six months.

Yeah, we can do that. The data is only going to be available once a year, so we can have the formal annual report, but there could be an additional check-in to kind of go over the items that we discussed.

Like some of the things we talked about today, we could take a look in six months from now. Exactly. And see, hey, how did those interactions that were presented today, how did they hang out? Yeah. What are they presenting? Okay.

Chair, my request would be even earlier than that for this specific question. supplemental report with countermeasures. So the initial for the first time. For the first time, and then pick maybe, you know, pick and do all of it, like three to five high-end injury intersections, focus on that data for that, and then come back with countermeasures, and then we can take it back to the council if it needs budget or anything to address that.

Yeah, fair enough. So let's make sure this is one of the items that we captured today as one of the follow-ups, and then see when we can scale it this way. fairly as feasible. Do we need a motion or is it okay for the staff to come back in the next? I think as long as we capture a parking lot area where we have all the agenda items there. But I definitely think some of the suggestions we should put it there and capture the notes made today here. I think those are good suggestions. Very good suggestions. Excellent. Thank you. Anything else on this topic? If not, we're closing on this item here. Moving on to our next item, which is item number three on the agenda tonight. And it's a received presentation on the history of the prospect road concerns, completed improvements, as well as suggested next steps. And I think we have a presentation on this topic as well.

Okay. Thank you, Prashant. The second to pull up the presentation. Excellent.

I changed all my settings.

Okay.

Thanks, Prashant. Okay. Thank you, Chair, Commissioners. So tonight I'll be discussing, as the chair mentioned, Prospect Road between De Anza and Stelling Road. This is a segment that's been on our radar for several years. And I want to just highlight some things that we have studied, what we've accomplished, some of the concerns that we've heard and get feedback on next steps. So just to familiarize yourself, although you all are fairly familiar with the street, there's one vehicle lane in each direction between Stelling and Danza Boulevard. There's a striped median with striped left turn lanes, on street parking on both sides of the street, as well as currently, you know, we're always currently buffered bike lanes on both sides of the street. It's also very wide street, as you all know. Historically, it's had pretty wide lanes as a result. Prospect has a traffic signal at the intersection at De Anza Boulevard with a protected pedestrian crossing, and there's a stop sign on the other end at Stelling Road with pedestrians can cross Prospect at that location because cars are stopped at the stop sign. Cupertino shares the jurisdiction of Prospect Road with Saratoga. Generally, Saratoga, South Half, and Cupertino are the ones that Some stats, average daily traffic is about a little over 8,000 cars per day. The length of the segment is .42 miles. The 85th percentile speed on the segment, and this is the speed at which 85% of the cars are traveling at or below, is 39 miles an hour. And this was determined using radar guns by unmarked vehicles as part of the determination of the speed limit that was done back a couple, 2024. The accident rate along the segment for the previous three years is 0.51 accidents per million vehicle miles. And you can, as a comparison, the statewide average for streets of similar function is 1.18 accidents per million vehicle miles. So the accident rate is roughly half the state average for that type of roadway. And specifically, there have been two accidents along the segment in the previous five years, neither one speed-related. One was a vehicle hitting a fixed object east of Jamestown Drive, and the other one was a vehicle broadside accident that was about 180 feet west of Jamestown Drive. So this just kind of shows you in detail the layout that I described on the left. So the north is up. The top photo shows the western half of the segment, and then that would connect to the left side of the bottom photo, which is the eastern half of the segment. So that's Prospect Road on the left there. Sorry, Stelling on the left where the railroad tracks are, and then De Anza Boulevard on the Bottom photo on the right side. So you can see the stripe center median, the vehicle lanes in each direction, and the buffered bike lanes along the whole quarter. And there is no crossing, pedestrian crossing, between any or between Stelling and DeAnse Boulevard. So some history of the street. So the residents, a couple of residents on Prospect first approached the city in 2019 to express concerns about vehicle and pedestrian safety. So over the course of the next several years, the city had a lot of communication with the residents and with the city of Saratoga and made a series of improvements to try to address the concerns about speeding and safety on the street. So the first measure that was completed was back in 2021, where we installed radar, permanent radar speed feedback signs on Prospect in attempt to bring speeds down on the street. Then in 2022, we developed striping plans for the purpose of adding a striped buffer between the bike lane and the vehicle lane, and to also narrow the travel lanes. So at that time, the vehicle lanes were very wide, probably 13, 14 feet for the vehicle lanes and 18, 19 feet for the center. So we developed a striping plan to narrow all of the lanes and using the buffer that we added next to the bike lane to kind of help with that. And the purpose being generally narrower lanes result in lower speeds. Drivers feel more constrained and so they tend to drive slower where there are narrower lanes. So the city coordinated that work, spoke to Saratoga. Saratoga was supportive of the project. We also talked about the idea of installing a crosswalk at Via Roncal. The city of Saratoga was supportive of that idea if a full protected treatment could be applied, which means a center refuge island, pedestrian-actuated flashing beacons, warning signs. In 2023, we did pavement maintenance work on Prospect, which allowed us to incorporate the new striping plan that we had developed with the narrower lanes for bike lanes. So that was done in 2003. Also in 2023, we conducted an engineering traffic survey on Prospect along with a handful of other streets on the city in order to see if we could lower the speed limit. Time was 35 miles an hour. and performing that engineering and traffic survey allowed us to lower the speed limit to 30 miles an hour. After 2023, there had been no more physical improvements done. We started developing the active transportation plan and we did put a a spot improvement for a pedestrian-related improvement at the intersection of Vieron Call and Saratoga Avenue as one of the improvements in the active transportation plan. The buffered bike lane treatment was identified in the bike plan, which we completed, and there are no other improvements identified in any of the city's current adopted plans for Prospector. So just, this is, why did I put this slide here? Yeah, this is what it looks like now. It's just a close-up of what I described with the buffered bike lanes and the narrower vehicle lanes. And that's the intersection at Fiora Call and Prospect.

So the buffered bike ends up all the way, the whole?

The whole segment, all the way from Stelling to... Yes. So in terms of any next steps, any... Any further improvements along corridor would require both city council funding and support from the city of Saratoga. The project cost that I have in there, that would be, we were to install a pedestrian crossing, which has been requested at VRON call, would be in the neighborhood of $30,000 to $50,000 to complete the crossing. And that's to install a concrete median Probably that could be shared with the city of Saratoga, but that's an agreement that would have to, that's a discussion that would have to be had. As I said, that improvement is not currently identified in any adopted city plan. It is shown in the ATP. So if the ATP, once that gets adopted, obviously that would facilitate the city being able to submit a request to the city council to fund it through our capital . and move forward, but that's what we need to happen. Along with the discussion was there. I think that concludes my presentation. So happy to answer any questions and take it.

Thank you, David. That was super helpful. Really appreciate the detailed summary. Do we have any clarifying questions from the commission first?

I have one. So you mentioned 2022. Staff discussed the idea of the crosswalk at Via Roncoli with Saratoga. I can't remember having seen that on the Backbed Commission. Did you mention that to the Backbed Commission at some point?

I don't recall.

Great. That's one. And also the second question is, why wasn't anything like you discussed? And what happened there? Say, oh, no, we're not going to do it. What was the outcome of that so that... Yeah, it didn't happen.

But yeah, yeah, it was new is discussed.

And I just wanted to be of Saratoga was even supportive of the idea because if they weren't, then it was dead water. And so they were, but we couldn't do anything else. Because again, it's not enough. So I was, I was just gauging their support for the improvement. So as information is forward. And, you know, the Yeah. So now we have that. If we were to go forward, I could say, yes, sir.

So the approved ATP would be a catalyst for such a project. When we have a body treat like that, right?

So

um is the responsibility 50 50 shared i know is the city board right in the middle of the road or one side of the world it's pretty close to being right in the middle it would be a shifting situation but it sounds like from a funny perspective it's it doesn't seem like a lot of money if if the adp is approved and it's a it's a valuable project we probably could think it for some brand so we're not there

Potentially there's some grant money. Yeah. Maybe TDA could potentially be used for that.

Clarifying questions. So what did you do? Did you work with the city at that time? So we divided the cost. Well, yes.

Has there been a speed study done since the speed limit was reduced? We are doing one now.

along with the rest of the city.

So I'll have the, I think those segments excluded because it has been done.

No, we're doing Blaney. We're doing Rodriguez.

We can double check.

Yeah. Was that initiated by our city or San Diego? The strike being narrowing the lanes?

Would applying for a grant for a project of that low cost be even worth it? Because applying for a grant, if I recall correctly, is very tedious. I'm just curious if that's something that would make sense here.

So there's one particular grant. It's the TDA. And it's the grant that's funding our ATP. And it's the grant that funded our De Anza buffered bike lane project. That one is a little different than other grants in that it's not a big application. It's not a competitive program. There's a dedicated pot of money that each city gets every year to use towards bike and prep improvements. And it just has to meet some criteria. And as long as it meets that criteria, you're basically good to go.

So the 30 to 50 grand is once crossing, right? If you do multiple, then you'll have one. Yeah.

Yeah, because there's a bit of infrastructure work. In addition to what I mentioned, you'd also have to provide at least one new ADA ramp on the Cupertino side. There's not a real good place to put that currently, that intersection. We've looked at it. One location will put the crosswalk right in front of somebody's front walkway. If we move it to another location, it's going to be, like, pretty skewed.

And maybe it's on a tree.

Yeah, or, you know, and there's trees and driveways. So it's not ideal. But there's costs associated with getting a ramp.

And maybe some parking remodels.

Maybe a little bit of parking.

Parking remodels will be required.

Yeah.

Yeah, I went and spent some time there today, you know, before coming here. I sat there for 15, 20 minutes, you know, watching what's going on. So, yeah, I do see, you know, there's a speed measure thing, a display showing, hey, you're, you know, flashing, saying, oh, you're going over the limit and all that, right? So, and then I did see, you know, a few pedestrians crossing and the bikers, you know, trying to cross and all that. So, yeah. I was expecting a lot more cars than, you know, what I saw, right? So till like 6 to 6.30, the car traffic was a little lower than what I expected. But the cars that are going, you know, are going at a pretty good speed. And I saw a few people trying to cross and struggling.

And would we need more pedestrian crossings? Or, I mean, you were referring to one specifically, David, but would you expect that we would put in more than or...

I'm not sure.

I wouldn't expect it.

Also, we have to observe a little bit pedestrian activity. How much pedestrian activity?

Yeah, yeah. If you have no more clarifying questions, let's open up for public comments on this topic. Do we have any speakers on this topic?

We have one speaker, Kwee Kun Dog.

Wonderful. Welcome. Hello.

Welcome. Thank you. Three minutes to. Yeah. So, um, back to the. The, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, the, One proposal I mentioned to Bayview is like add a crosswalk on the Warangco. So it's only one to three week, no like this week, right? So it's very safe to add some refugee island here. And also, I put some concrete island between the bike lane and the drive lane. And the car will for sure slow down. So this is one thing. And as for the accident, my neighbor mentioned last year and the year before last year, two bikers were involved. And this year, I saw one accident, car accident. So yeah, what else? Yeah, I think. Yeah, that's it. That's it. And I hope you guys can affect this issue. My cost estimate is based roughly on what he showed us. Thank you. I'd also like if we can put some steel plates So we'll see, right? When they approach here, then they will slow down. They will feel, oh, I might hit something. They will slow down. Yeah. I send this to David.

Yeah. So the city has already the materials. Yeah. Okay. Okay. Wonderful. Thank you.

And just one more thing, like based upon the past history with conversation with the residents, sometimes the residents, if the crosswalk is close to their driveway, they're not okay with it. So maybe in this case, the crosswalk will be close to the driveway on, I think, north side of the prospect road property. So maybe we need to talk to them also, getting to agree. So it's one of the constraints for this project. If we go ahead.

And just a sort of a cautionary word, we don't, we want to, don't want to be in a position of building a pedestrian crossing in order to slow down cars we don't want to we don't want to we don't want the reason that we're putting in a pedestrian crossing to so that car slowed down no no yeah Well, we want speeds to be low, and then we say we can let peds cross. We don't want to say we have a high-speed road, so let's put pedestrians across.

I think that's what I want.

We need to be careful that we're not using a pedestrian crosswalk as a traffic calming device. That's what I'm saying. Putting pedestrians potentially in a dangerous spot.

So you mentioned your prop 1, specifically the 35-hour, right? But right now, most cars around here, that's more than 35. So, and right now, radar is not working. So what else we can do? Right?

Sorry, radar is not working?

Yeah, there's a radar always signal, saying, oh, you're speeding, you're speeding, and then no drivers care about that. So drivers ignore it. Yeah, I would ignore it. So what do we can do? And then we try to narrow down the driver lane, no effect at all. Okay. So nothing we can do.

But why would the pedestrian walkway change the speed? I'm just trying to understand you.

When you see a road that is very wide and there's nothing in the middle, you feel like it's very steep to speed. That's the thing. But if there is something, if you feel the driveway is very narrow and surrounded by some concrete island on the outside, okay, I want to slow down. Like, it's something like when you drive, there is a car on the sign, right? You have to slow down. You feel, I'm a hit car. But if my driver is very far from the car, it's very safe to see.

That's it. Have you done any practical enforcement?

Well, we've alerted the sheriffs that we had

You know, the other resources. Is putting speed bump an option there?

Not currently, because we don't have... I mean, it's... No, just ask yourself.

It's an option, but it's...

There would be a, it would need to go through city council and discuss the pros and cons like emergency vehicle response and that, because we don't have a traffic calming program anymore that's funded. So it would be a CIP project probably. Is it possible? Yes. Okay.

Yes. The way I see it is, you know, our city is a residential community, right? It's not a place to speak. there's no reason for anyone to be going around beyond Route 25 without CDB, right? So Stevens Creek and De Anza, maybe 30, 40, right? But on all the other streets, there's no reason for anybody to go beyond Route 25, right? So we need to do everything to disallow anybody to go beyond Route 25, right? It means, you know, the traffic calming measures and all that, like the speed bumps and all that, we should be looking at. Because, you know, people speed, right? So people just speed. And unexpected things happen, right? So because people are not expecting speeding in those streets, so they feel like they want to cross, and then they get surprised by a speeding car, right?

So it sounds like we were already successful to bring it down from 35 to 30. Is it even feasible to bring it down to 35?

Or is the speed limit... It was a stretch.

It's assumed that 30 is the limit, right? But I don't think people are going at, you know, when I was sitting there and watching, I saw someone at 39, right? So we need to kind of know what can we do to keep them know, you are not going level 30 on this, right? If you go, they won't give you advice. If people go 30, then we are in a much safer place.

Yeah.

Yeah, I attend, sorry. I attend the South China side. They have like some similar meetings every month or every two weeks. I don't remember. And they mentioned the matter of the speeding. There are lots of speeding on that road. And somebody proposed to lower the speed the speed limit for that. I don't know how much lower, maybe between five. Yeah, so, but I doubt if that will work, because no people care about the speed limit.

It sounds like even people who are in their 30s or older, they can see probably the speed limit.

Yeah, the speed limit, you know, so long as they can go, they go. Yeah. You've got to take measures on the road, you know, to prevent them from going. They go, you know, if there's speed bumps, right, then, you know, they're like, oh, I'm not going to damage my car, you know. Yes, yes.

So I definitely agree with Commissioner Matipatla that speeding, you can put a sign with five miles per hour and nobody would care because they see that the road is broad and they would just go. I was just curious about whether it's feasible to look at, because we have two different problems here. We have the pedestrians who want to cross and have no option to cross, that's one. And the second one is that cars are coming too fast. So that's two different problems, but they are related because at the end of the day, we want this safety for the pedestrian. Would it be possible to do like you did at Rodriguez, removing this central lane so that the street looks narrower and that automatically will make people drive slower? Because as you can see, at Rodriguez was very broad. People were like, oh, I have three lanes, I can do whatever I want. And then all of a sudden, it was just two and two. And people noticeably, maybe you will see it with actual data, but from where I live, that's exactly what happened there. People saw the road was narrower, so they stopped driving super, super fast. And so I'm just wondering if we can put an island all the way. It's a big project, but as an example. As an example, a big island with, I don't know, trees, some options, of course, to do U-turns, because some residents will want to park. But I think that would, in one way, make the road look narrower. And then adding this crosswalk and the and all that stuff, I think that would fix the possibility for the pedestrian to cross over.

I would love to do a long meeting with trees, honestly. And I think that would help. I can tell you from experience, though, that I don't think the residents would approve it. That's what would happen because they would lose their ability to turn left in and out of their driveways. Yeah, that's what I'm saying. When Apple developed Homestead along the Apple frontage, Apple Park, median, Apple's going to pay for it with trees. And they said, no, we don't want it. So you could do it in spots, perhaps, where you don't restrict access to driveways. That's something, yeah, it takes money to do that, but it's something that could be looked at.

Sure. Yeah.

Maybe the immediate thing is, like, you know, having a crosswalk, a pedestrian crosswalk, right? That would really help, right? And hopefully it will also serve as... Awesome. I mean, I'm not supposed to say that, but it also fell as a speed limit, right?

But we have it on this side, right, after De Anza, where it's all Saratoga and San Jose. There is a median with trees, isn't it? Yeah, on the other side. Yeah, yeah, yeah. So it would look like a continuation of that, right? Yeah. If you do... If you did it, it would look like a contradiction, not bad.

Yeah. I have a reward cost for your proposal. Because you move the middle lane, and then to drive lane, they go neighbor. There is no middle lane, right? When you drive, you feel, oh, there is a car on the other side, and you just slow down. So there is a reward cost about that way. Just remove the middle lane. Thank you.

It's not a problem, but people need to make left turn, right turn. because now the buffer fails, so they come to the buffer and they're not ready to make a chart, right? Yeah, you might introduce other safety problems. Yeah. So I think, you know, if you can pull up that slide where you're showing both of them.

Sure, can we close the public comment?

Yes, you should probably close it. Thank you. Thank you very much for your presentation. Thank you.

Which one?

The one you had. Yeah, this one. So I'm just speaking from the experience. I live on McLellan Road. And being started in a quite a few crosswalks and also the flashing crossing thing, I can guarantee you that now the vast majority of my neighbors, they are highly thankful for what has been done there. Because now they are able to cross McLellan Road whenever they want, wherever they want. Previously, you know, they would just, you know, look at them on their walk and, you know, kind of cross and, you know, very distant, right? So, I remember way back, it was only a second that we had a crossing and the next one was, you know, I think Kim, right? And then next was telling us, right? So, now we have a lot more and, you know, we have the flashing lights, right? I think we should look at something like that, you know, for this, right? Because we are a resident living in any one of these places, right? So it's a long stretch, right? From here, you know, where the Sterling becomes Prospect and to Bianza, there is not a single cross. Actually, there are people, you know, wanting to cross. They're exposed. That's a problem, right? So we should really seriously think about, you know, talk to Saratoga about, you know, from this spot to this spot, we should at least consider, you know, two, three crosswalks where, you know, people don't have to go all the way, because they have to cross, they have to go to this space, cross, right? Nobody from here that want to go here is not going to go walk and, you know, make a cross and then come back here, okay? But they're not going to go from here all the way to here to cross and then come back, right? So they want to cross wherever, you know, they want, because people living here, you know, people on their side will be living there, right? They just want to go and visit neighbors and whatnot, right? So we should facilitate that, right? So whatever it takes, you know, how many ever, you know, crosswalks, we should look at that. Because at the end of the day, you know, these are amenities for the community and for the residents, including the streets, right? And if you don't serve the streets, Not for some thoroughfare traffic, you know, going from one city to other streets. It's not a free data. These streets are meant for people that are living here.

Yeah. I mean, what makes this street probably particularly vulnerable is because it's so wide, it's so, like, open. Even installing, I mean, I know this is not the intention of the crosswalk, but installing two probably will slow down cars.

And I don't think, you know, it's going to hinder traffic that much because, you know, people are not going to be like, you know, the ports of people crossing, right? Whenever they want to cross, they should be able to cross, right? So if you have flashing beacon thing, you know, let's say, you know, here, so then, you know, the moment they press it and, you know, it flashes and the cars slow down and stop. And, you know, if you have speed bumps, you know, that makes it even easier for them to slow down and stop, right? Or race, you know, pedestrian crossing, right? So then they safely cross and then the rest of the time, you know, the cars are flowing smooth. It's only when a participant needs to cross that it will safely cross.

Yeah.

I mean, it sounds like there is already a provision in the ATP. It sounds like it's probably one of the projects that we should be lobbying once we should be starting pushing for this one of the projects to be implemented. Right. Any other comments from the commission? Any other thoughts?

I want to say that that's the, you know, the Via Racon. That's the entry to the, for all the cyclists, they call it the Saratoga Maze. You know, so you enter and you go through Saratoga. It's a windy path. You wind up in, you know. hundreds, thousands of cyclists probably do it every week. And it's recreational type cycling. But I wonder if young kids are crossing that road because entering it is, of course, no problem if you're coming from Prospect and then you make that right-hand turn. But then if you're going the opposite direction, you're coming out. And I've done this for 40 years. It's like the cars, they're going fast right now. And that's why I asked what the speed, have the cars slowed down um in my experience no and as an experienced cyclist getting across that because it is so wide it's it's not easy you got to really be you know have your uh be on the ball i can't imagine anybody trying to walk across that uh road it's just especially if you're older i mean i just it's just You're taking your life in your hands. And I've never been hit. I've never seen anybody get hit. But I'm really careful. But the cars are really going fast. They're going fast. And that's why I don't think they're going 30, even now. And I think it's because it's such a wide road, even with the bike lanes and everything. The perception is it's not any narrower. I like the buffered bike lanes, but it's just so wide that people, they really... Lay on the, you know, you're trying to, you've got traffic coming at high speeds in both directions, and you're trying to navigate across that intersection as a cyclist. It's not easy. And I've been doing this for 40 years. And I've always thought, this is really a bad intersection. You know, there's no crosswalk. What do people do? You know, it's like this should have been done years ago. I mean, it's, and I just, I'm just telling you my experience as a cyclist, you know, It's called the Saratoga Maze. You probably see many cyclists come out of there. I would just reiterate that something should be done soon. I would agree with that.

If you look at the number of lanes right now, you have the buffer bike lane, you have one lane and the middle lane. you have the right lane, and then you have the buffer bike lane again. And it's all paint, right? So drivers are like, I just see nothing but paint, and that's my road. And at the end of the day, I think that makes it probably as wide as the Enza Boulevard,

It was probably envisioned to be a four-lane yard turn.

Yes, exactly. Back in the day. So that's why it's too wide.

If you don't have any physical protection, a four-lane road, maybe that's how it's done. No way, no, no. All right. Unless there's any more discussion to be had, I think let's close this one. I think the action is we have it to be approved. Have to get that and then as far as the people to prove it's going to be one of the 1st. What is the people in Wisconsin.

10 don't have a date. Early next year, hopefully January. What was the last one on Saturday.

you know, ready for it's pretty much done. It's just a sign off. It's yeah.

It's, it's the final draft is it's all completed. It just needs council adoption. It takes 15 minutes.

Um, so yeah, I'm curious, like, you know, we were rushing, rushing, rushing on, you know, we've got to do it. We've got to do it. We've got to go to council and all that. And now we're all next year.

And then there's projects waiting even on it. I mean, this sounds like, tell me,

Why is that? Is it getting on the agenda as part of it, or is it something else?

It's just we were asked to put it on the agenda in January. Oh, because there are other agenda items between now and January? I can't speak to them. That's what we're asking.

I don't know. I don't see a reason why. See, it's all done. Very surprising. Very surprising overall. It's all done. You shouldn't wait until January.

We should be doing it now. Three times by the bike commission. Two times by planning, two times by council, signed off by everybody. What's holding us?

You're preaching to the court.

So who is asking for January?

This came down from upstairs. Upstairs, who's upstairs?

The manager's office. Okay, I think there's something wrong here. I think we should get it on the agenda as soon as possible. It's only approved and we have been waiting for a couple of months now or even more. I think we should make a motion today. Yeah, I think we should.

It's not on the agenda. I know it's not on the agenda.

We can put it on the agenda next month. But no, I mean, in all seriousness, I mean, this is just, we put so much energy into this project and then we just come to a screeching halt for no good reason.

I think we should put it on the agenda for next month. And then make a motion.

What would you want to put on the agenda?

To really move forward into the council. The only way I can do that is council. I think that's Celeste.

No, I don't know, but I think if we kind of read, somehow I could tell a fall asleep somewhere. Somebody was falling asleep on the wheel. I thought that it's coming soon.

I don't know why it's taking so long.

Yeah, our recommendation was to take it in September. Yeah. And through whatever discussions in Sagan's office, the mayor's office, I don't know if the agenda must be full, or I don't know the motive. I just know we were asked to put it off until January.

Sher, is it possible for you to write to the mayor or the council? Yes. Yes. About this one. But I think it probably would be because all of us do.

Yes. I can join as a resident. As a resident as well. There's real projects waiting to be executed.

I don't see a good reason why it should be pushed out.

It was all planned.

Yeah. I think it came as part of every part of the project.

Everybody individually should be kind of reaching out to wherever they feel this is being.

Yeah, I mean, I mean, this was why nobody spoke out in support of the ATP. So no, no, the people that make the decisions on when to agenda things haven't heard from anybody that this is important.

So the people that make the decisions to are they working for citizens? I'm I'm serious.

I can't answer that. Okay. I only know is that's what we were asked to.

Yeah. I mean, it works. It's a price to me. I worked two years on events. Worked really hard on it, I think. And there are a lot of community input, feedback, planning commissions, bike commission, bike fair commission, city council, and somebody is telling me.

Because this item is an agenda bias, we can't speak about it. It's a violation of the Brown Act.

I understand. Thank you very much. Well, it came in as part of, because we want to push this project as part of JTP, and that's why it came up. We'll take it off.

Thank you. I appreciate it. Let's close this item project now, and let's move forward to item number four on the agenda. which is staff update and commissioning report.

I only update, as you all know, the bike fest is coming up in a week and a half. So excited about it. Yeah. Hopefully seeing most of you there. The Stevens Creek class for bike lane project is the contractors all done. He's out of there. So doing some training. work with our signal staff to get some of the traffic signal operational. One item of which I think will probably go towards what you were getting at earlier along the way in terms of enhancing safety at the ends of Stevens Creek. And we'll be turning on the flashing yellow arrow, flashing yellow right turn arrows that come up when the pedestrian phase is active. So that'll hopefully the next couple of weeks, those will be turned on. we're wrapping up our collection of data for the engineering traffic surveys, which will establish the speed limits around the city.

We'll be doing crossing guard counts.

The crossing guard warrants are in progress. We'll be doing counts at all the intersections where we had requests for crossing guards. And that's my update.

So any other updates from commissioners?

I just have one comment about the bike fest. I don't think we've been contacted. Has anybody been contacted by who's ever organizing the short ride? I haven't either. So I don't know if we're just showing. I have no information on it.

That's my understanding as well. We'll get a briefing on the day when we have. That's my understanding.

We just, we don't have any, do we have times or I don't know. I don't think we have any details on it. There was some time.

I think the time is time for me to do a meeting for the chaperone. Okay. So it's in the morning, but I think it wasn't the slides. It was presented by Virgin maybe.

Yes. Yes. The last meeting. I just wanted to confirm. I haven't heard anything. I haven't seen any email.

Yeah.

Yeah.

I don't think there was any additional information other than what was presented on the last month.

Because I heard that Tim Weed, who's organizing it, was looking for 18 volunteers to monitor the intersection. So that's quite a few. And just hopefully we're in the count. Before there's four, the commission is going to show up. is that what it is what is it.

This is by just September 26 that's not this coming Saturday at the 7 o'clock I hope you guys want to stop.

All right, I think that's the 26th right just 26 years.

Is a Saturday any other. Staff report commercial report think something here closing this item. You went to the future agenda setting, which is item number five on the agenda tonight. I think we should make sure that this Vision Zero refresh update will be included here. And so this is part of this two-step process. You remember, this is the broader kind of list, and then we have a specific list for the next two meetings that you need to look at as well, which is the October and the November meeting.

Yeah, so Vision Zero, I don't know that we'll be ready in November. Yeah, let's just leave that crossed out for now. E-bike and E-mobile, as we talked about earlier, Gerhard, that'll be November. Yep.

I mean, it would be ideal if we could do the visions here. I don't know if this is practical.

I'll try.

Yeah. Maybe at least we'll put a base folder as November, and then if we can't, then we can try to put it to December. Yeah. You don't want another incident to happen to start acting out. Yeah.

What else do we have for October? I think we had October now.

October is the bike racks also.

Yes, the bike racks, yeah. And then possibly an update or a debrief from the bike fest maybe as well.

Yeah, if beer gets available, we'll get that.

So bike racks, we came up with some recommendations. So what's happening on those? We're researching kind of exact locations.

So Prashant is going out to all the sites. He's going to bring photos of the locations and show exactly what we're thinking in terms of location and configuration of the racks, just to get a final.

There will be the October meeting. So most of these get to see it before it goes, like this is the final location. That will be the October meeting. That will be the October meeting.

Yeah, yeah, yeah. So that would be October meeting, then for the November meetings, we would have Emoto update and possibly the vision. I think that gives us two good ideas for both meetings. Okay, wonderful. Any other new items that you should be considering or are we good on that?

I think we're good.

I mean, I don't know if we can.

I don't know. I think it's probably equally impactful if all of us individually write to the commission about it.

Okay. Yeah, it's because you already made a motion.

Yeah. Yeah. perspective is an approved item. So I think should probably be visually right up to the to the commission, sorry to the council.

Okay, and we should do this as fairly as possible.

All right, anything else on the future items list?

The Wolf Road interchange, have we ever received a presentation on that? The one that's undergoing construction right now? The bike lanes? I think so. It's a while back, yeah. The final version? Yeah, yeah, yeah. It's a while back. Okay, so...

Anyway, I think that gives us good for October, November now. I think next meeting we can have simple planning. All right. I think this is an item where we have also public comment. Any public comments on this topic?

We have no speakers.

No speakers. Wonderful. Thank you. Excellent. That means that was our final and last item for tonight. Just want to remind all of us the next meeting, our next meeting is on October 21st. in this location here, and I'm adjourning this meeting here at 43. Thank you.