Cupertino City Council
July 9, 2024

VISION

CUPERTINO

PREPARED BY

VISION ZERO

ACTION PLAN
JULY 2024

DRAFT REPORT

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TABLE OF CONTENTS
List of Figures ....................................................................................................................................

Acknowledgments .......................................................................................................................... I A Letter from the City..................................................................................................................... i What is a Vision Zero Action Plan................................................................................................ ii Vision Zero Resolution ................................................................................................................. iii Vision Statement........................................................................................................................... ix Chapter 1 - Background & Policies .............................................................................................. 1 Introduction.................................................................................................................................................................2 Plans and Policies......................................................................................................................................................9 Aligning existing Improvements with Vision Zero .....................................................................................15 Building Blocks of Vision Zero ...........................................................................................................................17 Community Engagement .....................................................................................................................................18 Chapter 2 - Data-Driven Approach ............................................................................................ 21 Collision Trends........................................................................................................................................................23 High Injury Network...............................................................................................................................................26 Countermeasure Toolbox.....................................................................................................................................31 &ROOLVLRQ3URÀOHV ......................................................................................................................................................40 Chapter 3 - Action Plan ............................................................................................................... 60 Priority Corridors.....................................................................................................................................................61 Ongoing/Future Safety Initiatives ....................................................................................................................78 Implementable Actions .......................................................................................................................................83 Funding and Implementation ...........................................................................................................................92 Vision Zero Task Force Work Plan ....................................................................................................................93 Transportation Technology .................................................................................................................................95 Educational Programs...........................................................................................................................................97 7UD඼F(QIRUFHPHQW3URJUDPV ........................................................................................................................ 101 Partnership ............................................................................................................................................................. 104 Continuous Data Collection and Analysis .................................................................................................. 106 Vision Zero and General Plan Update ......................................................................................................... 107 How to Get Involved........................................................................................................................................... 111 Chapter 4 - Technical Appendices ............................................................................................ 112 DRAFT........... .......
......................... ........
...................................... ..................... ................................................................ ............................................ ................................................................. ............................................................ ................................................................ .................................... ................................................................. ...................... ................................................................. ......... ..................................................... ........................................... ................................................................. ................................................. ................................................................ .................................... x.............................................................. ............................................. ................................................................. ........................................................... n Plan ..........................................
rridors..................................................... ............. ng/Future Safety Initiatives ............
plementable Actions ......................
nding and Implementation nding and Implementati ..

Zero Task Force Work
tion Technolo
ogram

LIST OF FIGURES

LIST OF FIGURES
Figure 1: Cities That Have Adopted Vision Zero...................................................................................................2 Figure 2: Map of Fatal Collisions in Cupertino (2012 to 2021)........................................................................4 Figure 3: Chart of Speed vs. Probability of the Crash Being Fatal ................................................................5 Figure 4: KSI Collisions by Year....................................................................................................................................6 Figure 5: Most Vulnerable Travelers ..........................................................................................................................7 Figure 6: Percentage of Collisions by Mode...........................................................................................................7 )LJXUH
3UREDELOLW\RI3HGHVWULDQ6XරHULQJ.6,&RQWUDVWHGZLWK6SHHG ............................................... 16 Figure 8: Interactive Map Comment Responses................................................................................................20 Figure 9: Collisions Trends in City of Cupertino (2012 to 2021) ..................................................................23 Figure 10: Map of Fatalities and Severe Injuries (2012-2021) ......................................................................24 Figure 11: Fatalities and Severe Injuries by Year................................................................................................24 Figure 12: City of Cupertino - High Injury Network - Corridors (2012-2021)....................................... 27 Figure 13: City of Cupertino - High Injury Network - Intersections (2012-2021)................................ 29 )LJXUH
7RS1LQH&ROOLVLRQ3URÀOHV ....................................................................................................................40 )LJXUH
&ROOLVLRQ3URÀOH6WDWV...............................................................................................................................41 Figure 16: Midblock Crossing..................................................................................................................................108 DRAFT.... ........................ .........
............................................ .......................

ZLWK6SHHG ZLWK6S .......................................... ......... ................................................................. ............................................................. 2 to 2021) 2 to 20 ............................................ ........ s (2012-2021) ....................................... .......... y Year....................................................... ....................................... njury Network - Corridors (2012-20 Network - Corridors (2012-2 gh Injury Network - Intersections twork - Intersections Q3URÀOHV .............................................. ............................

RÀOH6WDWV RÀOH6W ............................................... ................................. ck Crossing........................................... .....................................

ACKNOWLEDGEMENT ACKNOWLEDGMENTS
The development of Cupertino’s Vision Zero Action Plan has been a collaborative endeavor, greatly S
EHQHÀWLQJ IURP WKH LQYROYHPHQW RI D GLYHUVH JURXS RI VWDNHKROGHUV 7KH DFWLYH SDUWLFLSDWLRQ of community members in the two virtual community meetings has been crucial in ensuring the plan’s comprehensiveness and responsiveness to the community’s needs. We extend our heartfelt appreciation to these individuals for their invaluable input, which has played a vital role in successfully creating the City of Cupertino Vision Zero Action Plan. We would also like WR H[SUHVV RXU JUDWLWXGH WR WKH HOHFWHG R඼FLDOV &XSHUWLQR VWDර &XSHUWLQR %LF\FOH 3HGHVWULDQ &RPPLVVLRQ6DQWD&ODUD&RXQW\)LUH'HSDUWPHQWDQG6KHULර'HSDUWPHQWDQGVFKRROGLVWULFWVIRU their contributions throughout this process. Your feedback has been instrumental in aligning the plan with local priorities, policies, and existing programs.

TJKM Transportation Consultants
Mark Doty
Devyani Padubidri
City of Cupertino
Bicycle Pedestrian Commission
Grace John
Jack Carter
(Former)
Gerhard Eschelbeck
(Former)
Erik Lindskog
(Former)
Harvé Marcy
Chair
Joel Wolf
Vice Chair
Ilango Ganga
John Zhao
Key Stakeholders
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Santa Clara County Fire Department
Fremont Union High School District (FUHSD)
Cupertino Union School District (CUSD)
Walk Bike Cupertino
City of Cupertino
Community Outreach Specialist
City of Cupertino
Community Development
City of Cupertino
Safe Routes to School
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Sheila Mohan
Mayor
J.R. Fruen
Vice Mayor
Hung Wei
Councilmember
Liang Chao
Councilmember
Kitty Moore
Councilmember
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David Stillman
Transportation Manager
Prashanth Dullu
Assistant Engineer
Ruta Jariwala, PE, TE
Project Manager

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Jack Carter ack C
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Santa Clara County Fire Departmen anta Clara County Fire Departmen Fremont Union High School D mont Union
Cupertino Union School D o Union
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City of Cupertin
Community Co
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Prashanth Dullu Prashanth Dull
Assistant Engineer Assistant Enginee

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
I
A
LETTER
FROM
THE
CITY

A LETTER FROM THE CITY
To the residents of Cupertino,
$VZHEHOLHYHWKDWRQHWUD඼FGHDWKLVRQHWRRPDQ\&XSHUWLQR·V9LVLRQ=HURDQG$FWLRQ3ODQLV DQLPSRUWDQWVWHSWRZDUGVHOLPLQDWLQJFLW\ZLGHPXOWLPRGDOWUD඼FIDWDOLWLHVDQGVHULRXVLQMXULHV Through this plan, a goal is set to reduce fatalities and serious injuries to zero by 2040. The City believes that collisions can be prevented instead of just avoided and we are committed to undertaking the hard tasks and investments that must be made to make this belief a reality.

We know the path to achieving Vision Zero is not a smooth one. It requires a fundamental and ZLGHVSUHDGFRPPLWPHQWWRDFXOWXUHRIVDIHW\WKDWLPSOHPHQWVVDIHULQIUDVWUXFWXUHDQGLQÁXHQFHV good behaviors in a way that speaks to every person, every time they move throughout the city.

Our robust Vision Zero Action Plan sets us on a course to achieve our shared goals, including safe streets for all.

Ensuring all users of Cupertino roads – motorists, pedestrians, cyclists, schoolchildren, the elderly, and those with mobile impairments – have safe, comfortable, and easy access to their destinations is key to a successful Action Plan, and the City is dedicated to providing this to all Cupertino residents, employees, and visitors.

The goals and objectives laid out in this Action Plan, based not only on quantitative data but also on inclusive and robust community outreach, will build upon previous City commitments and investments to ensure optimal transportation safety.
7KLV FROODERUDWLYH HරRUW ZLWK WKH &LW\ &RXQFLO·V OHDGHUVKLS &LW\ 6WDර·V KDUG ZRUN DQG WKH community’s input and feedback, is a call to action for all who believe and want a safer Cupertino for future generations. We look forward to your participation.

Sincerely,
Sheila Mohan
Mayor
J.R. Fruen
Vice Mayor DRAFTM
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ITY
d we
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nd feedback, is a call to action fo
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BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
II

WHAT IS A VISION ZERO

ACTION PLAN
A Vision Zero document serves as a roadmap
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sectors and stakeholders to create safer,
more sustainable transportation systems
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fatalities and severe injuries.

A Vision Zero document typically encompasses
a comprehensive strategy aimed at eliminating
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promoting safe, healthy, and equitable
mobility for all road users. Cupertino’s Vision
Zero document aligns with these goals, and
includes the following elements:

1. Vision Statement: A clear and concise
statement outlining the ultimate goal of
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LQMXULHVZLWKLQDVSHFLÀHGWLPHIUDPH

2. Policy Framework: A set of guiding principles and policies that prioritize safety and promote a holistic approach to transportation planning, design, and operations.

3. Data Analysis: An analysis of crash data
to identify high-risk areas, vulnerable road
users, contributing factors, and trends in
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4. Goals and Objectives: Clear and measurable goals and objectives for reducing WUD඼F IDWDOLWLHV DQG VHYHUH LQMXULHV RIWHQ
broken down by target groups, such as pedestrians, bicyclists, motorists, and public transit users.

5. Strategies and Interventions: ,GHQWLÀFDWLRQDQGSULRULWL]DWLRQRIVSHFLÀFVWUDWHJLHV and interventions to improve safety, including engineering, enforcement, education, and evaluation measures. These may include road design improvements, speed
management, targeted enforcement campaigns, public awareness campaigns, and policy changes.

6. Action Plan: A detailed plan outlining how
each strategy and intervention will be implemented, including timelines, responsible agencies or departments, and funding sources.

7. Performance Measurement: Metrics and
indicators to track progress towards safety
JRDOVHYDOXDWHWKHHරHFWLYHQHVVRILPSOHmented interventions, and adjust strategies as needed.

8. Stakeholder Engagement: Strategies for
engaging with stakeholders, including government agencies, law enforcement, community organizations, advocacy groups, and the public, to ensure collaboration and
support for Vision Zero initiatives.

9. Evaluation and Continuous Improvement: Mechanisms for evaluating the impact of Vision Zero interventions and making adjustments based on lessons learned and emerging best practices.
oncise
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8. VISION
ZERO

RESOLUTION
RESOLUTION NO. 24-XXX

A RESOLUTION OF THE CUPERTINO CITY COUNCIL DECLARING TO

BECOME A VISION ZERO COMMUNITY AND ADOPTING A VISION

ZERO ACTION PLAN WITH THE CLEAR GOAL OF ELIMINATING

TRAFFIC FATALITIES AND SEVERE INJURIES ON CITY STREETS BY THE YEAR 2040
WHEREAS, according to data from the National Highway Traffic Safety Administration, each year, approximately 40,000 people are killed in traffic collisions in the United States; and
WHEREAS, in a study comparing 19 peer nations, the Center for Disease Control and Prevention found that the United States has the highest traffic death rate per person; and
WHEREAS, from 2012 to 2021, 9 people died and 74 suffered severe life changing injuries on City of Cupertino’s streets; and
WHEREAS, from 2012 to 2021, 4 pedestrians died and 20 suffered severe life changing injuries on City of Cupertino’s streets; and WHEREAS, from 2012 to 2021, 4 cyclists died and 23 suffered severe life changing injuries on City of Cupertino’s streets; and
WHEREAS, 81% percent of crashes where people were killed or seriously injured occurred at or near intersections and 19% percent occurred along a roadway segment; and
WHEREAS, the most common primary collision factor for crashes where people were killed or seriously injured was traveling at an unsafe speed followed by failure of motorist to yield the right of way; and
WHEREAS, the inappropriate actions of motorists were cited as the cause of 72% percent of crashes involving pedestrians as compared to 14% percent of these crashes being caused by the actions of pedestrians and 14% caused by party at fault that could not be determined; and
WHEREAS, the public has stated that their primary concern related to traffic safety is pedestrian safety and bicyclist safety followed by speeding; and ghway
ple are kill
er nations, the Center for Dis
d States has the highest traffic
21, 9 people died and
ino’s streets; a
2 to 2021, 4 pedestrians died
n City of Cupertino’s st
S, from 2012 to 2 yclis
on City of Cupertino’s stree
WHEREAS, 81% percen
ed occurred at or near inte
adway segment; and
WHER he m
re killed or se
motorist
Resolution No. __________________

WHEREAS, the Fourth Guiding Principle of the City’s General Plan:

Community Vision 2015-2040, Enhance Mobility, states that Cupertino will ensure the efficient and safe movement of cars, trucks, transit, pedestrians, bicyclists and disabled persons throughout Cupertino to fully accommodate Cupertino’s residents, workers, visitors, and students of all ages and abilities; and WHEREAS, in Chapter 5 Mobility of the City’s General Plan: Community Vision 2015-2040, Goal M-2 is the implementation of improvements to city streets that safely accommodate all transportation modes and persons of all abilities; and WHEREAS, in the introduction of Chapter 7 Health and Safety of the City’s General Plan: Community Vision 2015-2040, Cupertino commits to the protection of the community from risks to life associated with human-caused hazards; and WHEREAS, Vision Zero is a public health-based traffic safety strategy to reduce and eventually eliminate traffic deaths and serious injuries using a data driven multi-disciplinary and safe systems approach that also increases safe, healthy equitable mobility for all; and
WHEREAS, Vision Zero recognizes that while human error will always occur, a combination of engineering, education and enforcement measures can reduce collisions and can prevent collisions from causing death or severe injuries; and
WHEREAS, one death or serious injury on City streets is one too many and City and departmental leadership are dedicated to strategies that aim to reduce and eliminate deaths and serious injuries on City streets; and WHEREAS, increasing real and perceived safety for people walking and bicycling is a key step in enabling more people to choose these clean air-modes of transportation that will support the City’s goal of promoting policies to help achieve state, regional and local air quality and greenhouse gas emission reduction targets; and
WHEREAS, the Federal Highway Administration has committed to eliminating fatalities and serious injuries on the nation’s roadways using a datadriven interdisciplinary approach modeled after Vision Zero; and ate Cu
es; and es; and
General Plan: Community General Plan: C
improvements to city streets improvements to city
and persons of all abilities; and
apter 7 Health and Safety of the C
040, Cupertino commits to the pr Cupertino com
sociated with human th huma -caused haza
is a public health a public health-based traffic s d traffi nate traffic deaths and serious in affic deaths and serious in y and safe systems approach systems approach th
ility for all ility for al ; and
AS, Vision Zero recognizes that Vision Zero recognizes th bination of engineering, educati nation of engineering, educati lisions and can prevent and can prevent collisions
WHEREAS, WHEREAS one death or se one death or s
City and departmental leaders
d eliminate deaths and se d eliminate deaths and
WHEREAS, inc
a key s
t
Resolution No. __________________

WHEREAS, the California Department of Transportation (Caltrans) has adopted the goal of moving toward zero deaths with a focus on using proven effective strategies and countermeasures; and
WHEREAS, the Federal Highway Administration identifies six principles that form the basis of the Safe System approach: deaths and serious injuries are unacceptable, humans make mistakes, humans are vulnerable, responsibility is shared, safety is proactive, and redundancy is crucial; and WHEREAS, Vision Zero aims to design and operate roads to create a Safe System by implementing features appropriate for the intended and actual road use and speed environment, by reducing the likelihood of human error and reducing the consequences of error.

NOW, THEREFORE, BE IT RESOLVED that the City Council does hereby:

1. Adopts as policy direction the tenants of Vision Zero with the expressed goal of reducing the number of fatal and serious injury crashes along all roadways under the jurisdiction of the City to zero by the year 2040; and

2. Encourage all City Departments, leadership, and staff to proactively encourage and support Vision Zero in all facets and aspects of their mission, administration, and service delivery.

3. Direct the City Manager to:
i) Develop procedures and programs to further the goals and objectives of Vision Zero and take data-driven actions to achieve zero fatal and serious injury crashes based on available crash data and community input and includes the “seven E’s” of engagement, equity, engineering, encouragement, education, enforcement, and evaluation; and ii) Propose as part of the annual budget process to prioritize funding and availability of staff resources for implementing Vision Zero projects and programs; and
iii) Adopt and proactively encourage the application of the Federal Highway Administration’s list of Proven Safety Countermeasures; and iv) Revise design criteria for new roadways and existing roadways to achieve a Desired Operating Speed appropriate for the context, that are sustainable and self-enforcing or self-encouraging, that are reflective of DRAFTes six
serious inju serious
able, responsibil able, re
d
d operate roads to create a Safe d operate roads to create or the intended and actual road us or the intended and actual road elihood of human error and redu
IT RESOLVED that the City Coun RESOLVED that the City C direction the tenants of Vision Ze e tenants of Vision Z g the number of fatal and seriou g the number of fatal an der the jurisdiction of the City t der the jurisdiction of th o rage allCity Departments, lea Departments, lea
ourage and support Vision Zero in
administration, and service delive dministration, and

3. Direct the D City Manager to: City Manager t
i) Develop procedures
Vision Zero and
serious injury serious injury
input and in
ncourag
o
Resolution No. __________________

the current state of the practice for context-sensitive, people-centric designs that are to human scale and recognizes desire lines between people-centric origins and destinations, and assert context-sensitive, people-centric judgement over numerical warrants; and
v) Review laws, ordinances, rules, policies, procedures, and regulations for conflictive or contrary language and provide remedy through administrative, collaborative, or legislative action; and vi) Develop and maintain effective partnerships with other agencies, entities, organizations, community groups, and stakeholders to further the goals of and support for Vision Zero; and
vii) Establish a Vision Zero Task Force to provide for ongoing evaluation and performance measurements and present to Council on a regular basis a report on the initial and ongoing status of achieving the goal of zero fatal and serious injury crashes by the year 2040.

BE IT FURTHER RESOLVED that this Resolution is not a project under the requirements of the California Environmental Quality Act, together with related State CEQA Guidelines (collectively, “CEQA”) because it has no potential for resulting in physical change in the environment. In the event that this Resolution is found to be a project under CEQA, it is subject to the CEQA exemption contained in CEQA Guidelines section 15061(b)(3) because it can be seen with certainty to have no possibility that the action approved may have a significant effect on the environment. CEQA applies only to actions which have the potential for causing a significant effect on the environment. Where it can be seen with certainty that there is no possibility that the activity in question may have a significant effect on the environment, the activity is not subject to CEQA. In this circumstance, the proposed action of adopting a Vision Zero Policy and Action Plan would have no or only a de minimis effect on the environment. The foregoing determination is made by the City Co DRAFT uncil in its independent judgment. d reg
remedy
n; and
ps with other agencie ps with othe
and stakeholders to further and stakeholders t
; and
to provide to pro for ongoing evaluatio valuat
and present to Council on a reg
d ongoing status of achieving the going status of
y crashes by the year 2040. y the yea
OLVEDthatthis Resolution his Resoluti is no
ornia Environmental onmental Quality Ac
es (collectively, “CEQA”) es (collectively, “CEQA becau al change in the environment. In al change in the environm a project under CEQA, a project under it is su it i
CEQA Guidelines section 15061 EQA Guidelines section 15061 o have no possibility that the ac
n the environment. the environment. CEQA applie
causing a signific causing a significant effec ant effect on th ertainty that there is no possib ertainty that there is no possi significant effect on the enviro
cumstance cumst , the proposed
wouldhave no or on o or o
nation is mad
Resolution No. __________________

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Cupertino this 9th day of July, 2024, by the following vote:

Members of the City Council
AYES:

NOES:

ABSENT:

ABSTAIN:

SIGNED:
________
Sheila Mohan, Mayor
City of Cupertino
________________________
Date
ATTEST:
________
Kirsten Squarcia, City Clerk
________________________
Date DRAFT _____________________ _____ AF
Date FT RA
________
arcia, City Clerk
_____ RADat D

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
VIII

RELEVANCE
For cities seeking funding to improve road
safety through the Safe Streets and Roads for
All (SS4A) grant program, developing a Vision
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serves two key purposes. First, it aligns the city’s
goals with the SS4A program’s core objective
of achieving zero roadway deaths and serious
injuries. Second, the Action Plan outlines a
comprehensive strategy for achieving these
goals, demonstrating to SS4A a clear and wellGHÀQHG SDWK IRU XWLOL]LQJ JUDQW IXQGLQJ 7KLV not only strengthens a city’s grant application
but also ensures resources are targeted
towards the most critical safety needs within
the community. Establishing a data-driven
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increase their chances of securing SS4A grant
funding and ultimately creating safer streets
for all residents.

July 9, 2024
T
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BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
IX
VISION

STATEMENT
VISION

STATEMENT

VISION STATEMENT

GUIDING PRINCIPLES

1. Safety is our highest priority. Human life is
more important than speed, convenience,
RU SURSHUW\ :H ZLOO HYDOXDWH WUDGHRරV
and make both proactive and reactive engineering decisions about street design based on this value.

2. 7UD඼FGHDWKVDQGVHYHUHLQMXULHVDUHDSUHventable public health issue. We will treat fatal and severe collisions as preventable
and unacceptable incidents that can and
must be addressed.

3. People make mistakes. We will design
our streets so that mistakes do not result
in death or severe injury. We will not victim-blame but seek to understand and respond compassionately and objectively.

4. Slower streets are safer streets. Mobility is
WKHVDIHDQGH඼FLHQWPRYHPHQWRISHRSOH
and goods through a transportation system. We will design, construct, and operate our streets for slower speeds to eliminate
all fatal and severe collisions, and protect
our most vulnerable street users.

5. We will create safer transportation options
for people to travel. Creating safer and
more comfortable transportation options
for pedestrians, cyclists, and transit riders
can make these modes more attractive and
reduce the number of vehicle miles traveled and the risk of fatal and serious injury crashes.

6. Street safety must be achieved equitably.

This plan emphasizes data-driven engiQHHULQJ DQG HGXFDWLRQ DFWLRQV ÀUVW VXSported by equity and data-driven enforcePHQWDQGLQDQHරRUWWRFRQGXFWHTXLWDEOH WUD඼FHQIRUFHPHQW

7. Vision Zero will be both reactive to crash
data and proactive to crash risk. Crash data
reveals where the risk of fatal and serious
injury crashes has manifested. A proactive
FUDVKULVNDVVHVVPHQWLGHQWLÀHVDQGSULRUitizes those locations where risk exists but crash experience has yet to materialize.

8. Vision Zero requires a holistic approach to
land use and transportation to include policy analysis and changes at the local and regional levels.

9. Cupertino’s response will utilize proven
safety countermeasures coupled with innovative strategies. We will perform annual monitoring, reporting, and evaluation through an equity lens. We will communicate clearly what resources are necessary to achieve Vision Zero, why street design
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for prioritizing competing improvements.

INTRODUCTION
It is unacceptable for people to be killed or
seriously injured while traveling along or
across Cupertino’s streets. Through a holistic
and proactive approach, the City of Cupertino
commits to eliminating all fatal and serious
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eat
as preventable
ents that can and
istake will design
mistakes do not result
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ower s r str
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ety must be ac
plan emphasizes data
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ported by equity and data-driven
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8 BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
X

SAFE SYSTEM APPROACH
Reaching zero deaths requires the implementation of a Safe System approach, which was founded on the principles that humans make mistakes and that human bodies have limited ability to tolerate crash impacts. In a Safe System, those mistakes should never lead to death. Applying the Safe System approach involves anticipating human mistakes by designing and managing road infrastructure to keep the risk of a mistake low; and when a mistake leads to a crash, the impact on the human body doesn’t result in a fatality or serious injury. Road design and management should encourage safe speeds and manipulate appropriate crash angles to reduce injury severity.

Six principles form the basis of the Safe System approach:
• Deaths and serious injuries are unacceptable
• Humans make mistakes
• Humans are vulnerable
• Responsibility is shared
• Safety is proactive
• Redundancy is crucial
&RPPLWWLQJ]HURWUD඼FGHDWKVPHDQVDGGUHVVLQJDOODVSHFWVRIVDIHW\WKURXJKWKHIROORZLQJÀYH Safe System elements that, together, create a holistic approach with layers of protection for road users:

SAFE ROAD USERS - The Safe System
approach addresses the safety of all road
users, including those who walk, bike, drive,
ride transit, and travel by other modes.

SAFE VEHICLES - Vehicles are designed and
regulated to minimize the occurrence and
severity of collisions using safety measures
that incorporate the latest technology.

SAFE SPEEDS - Humans are unlikely to
survive high-speed crashes. Reducing speeds
can accommodate human injury tolerances in
three ways: reducing impact forces, providing
additional time for drivers to stop, and
improving visibility.

SAFE ROADS - Designing to accommodate
human mistakes and injury tolerances can
greatly reduce the severity of crashes that do
occur. Examples include physically separating
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through a space, and alerting users to hazards
and other road users.

POST-CRASH CARE - When a person is
injured in a collision, they rely on emergency
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stabilize their injury, and transport them to
medical facilities. Post-crash care also includes
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incident management, and other activities. It
can also include healthcare providers sharing
anonymized ER data about crash victims that
may not have been reported to law enforcement
with local agencies that can help better identify
crash trends, audiences for focused community
engagement, or social needs like car seats and
bicycle helmets.

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a holistic approach w
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the safety of all r
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BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
XI
The Safe System approach requires
a supporting safety culture that
SODFHVVDIHW\ÀUVWDQGIRUHPRVWLQ
road system investment decisions.

To achieve our zero deaths vision,
everyone must accept that fatalities
and serious injuries are unacceptable
and preventable.
1 1 U. S. Department of Transportation – Zero Deaths and Safe System. Retrieved on June 30, 2023 from link: https://highways. dot.gov/safety/zero-deaths
ture th
IRUHPRVWLQ
ment decisions
ero deaths vis
t accept that fa
injuries are un
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CUPERTINO VISION ZERO ACTION PLAN

CITY OF CUPERTINO

CUPERTINO VISION ZERO ACTION PLAN
2 Vision Zero is Twofold:

A Way of Believing and a Way of Action
WHAT IS VISION ZERO?
Vision Zero is a heartfelt belief that no one
should be killed or seriously injured while
traveling along, across, or around our streets
and roadways. Thinking of our own family
and circle of friends, which of them would we
be willing to experience their death or being
seriously injured and perhaps forever maimed
LQ D WUD඼F FUDVK":H ZRXOG QRW ZDQW DQ\ RI
them to be seriously injured or killed, thus, for
us, the only acceptable value is zero.

Recognizing that anyone is someone’s friend
or family member, the idea that no one should
be seriously injured or killed can, and should,
be extended to everyone who travels.

Vision Zero is also a strategy to eliminate all
IDWDO DQG VHYHUH LQMXU\ WUD඼F FUDVKHV ZKLOH
increasing safe, healthy, and equitable mobility
for all. We plan, design, operate, and maintain
our roadway networks to be as safe as possible
for all users regardless of age, ability, identity,
or mode of travel. First implemented in Sweden
in the 1990s, Vision Zero has proved successful
across Europe and is being adopted by many
jurisdictions across the United States. Figure 1
shows a map of Vision Zero Communities in
the country that have adopted Vision Zero.

INTRODUCTION
Figure 1: Cities That Have Adopted Vision Zero
Source: Vision Zero Network
RAFT riend
e should
and should,
avels. FTrate
XU\ WUD඼F XU\ WUD
ealthy, and equita ealthy,
n, design, operate, and n, design, op
ynetworks to be as safe as po networks to be as
sers regardless of age, ability, ide sers regardless of age, ab de of travel de of t . First implemented in S
the 1990s, Vision Zero has proved
across Europe and is being adop cross Europe and
jurisdictions across the United dictions acr
shows a map of Vision a map Ze
the country that have ad the country that
ure 1: Cities That Have Adopted V ure 1: Cities That Have A ure 1: Cities That Have ure 1: Cities That Have Adopted

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
4 CUPERTINO VISION ZERO ACTION PLAN
3 CUPERTIN V O ISIO CUPERTINO VISION ZERO ACTION PLAN
3 WHY DO WE NEED VISION ZERO?
In 2021, the estimated population of Cupertino was 58,62221. Over 38,000 Americans die on roadways in the U.S. each year, equivalent to
65% of Cupertino’s population, needlessly die every year while traveling along America’s streets. Figure 2 shows the locations in the City of Cupertino where fatalities have occurred between 2012 and 2021. 7 percent of the collisions in the City resulted in fatal and severe injuries over the 10 year study period. This is
particularly important for Cupertino, which ranked 28th out of 105 cities in the OTS ratings for Bicycle-related fatalities and injury collisions LQKLJKOLJKWLQJDVSHFLÀFDUHDRIFRQFHUQfor cyclists. Additionally, Cupertino ranked 79th out of 105 cities for speed related fatal and injury collisions, indicating a need for strategies to address speeding on Cupertino’s roadways.But, we as a society have become accustomed WRWKLVWUDJHG\:HFRQVLGHUWKHVHKRUULÀFHYHQWVWREHLQHYLWDEOHVLGHHරHFWVRIRXUPRGHUQOLIH:HFDOOWKHP´DFFLGHQWVµZKLFKLVGHÀQHGDV´DQunfortunate incident that happens unexpectedly and unintentionally, typically resulting in damage or injury” or, “an event that happens by chance or that is without apparent or deliberate cause.” The term also implies that no one is at fault or is to blame, but in fact, the event may have been caused by unrecognized or unaddressed risks. 2 US Census Quick Facts – Cupertino city, California.

Retrieved on June 30, 2023 from link: https://www.census.gov/quickfacts/fact/table/cupertinocitycalifornia/PST045221 7% of all injury collisions
in the City of Cupertino are
Fatal and Severe injuries.

Figure 2: Map of Fatal Collisions in Cupertino (2012 to 2021) “
“

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
5 The more appropriate term is “crash” or
“collision”, which is the physical and violent
interaction between an object moving at
speed and another object, whether moving
or stationary. It is an event of the laws of
physics, and the human body is not designed
to withstand the forces of crashes. We have
very good data from emergency rooms
UHJDUGLQJWKHWUDXPDWKDWFUDVKYLFWLPVVXරHU
and the likelihood of a person surviving the
crash given the speed of the collision. Figure
3 shows a speed-versus-probability chart for
fatal crashes, sourced from FHWA and adapted
from a graphic created by the Australian Roads
DQG7UD඼F$XWKRULW\RI1HZ6RXWK:DOHV.

Figure 3: Chart of Speed vs. Probability of the Crash Being Fatal

6RXUFH
)+:$$GDSWHGIURPDJUDSKLFFUHDWHGE\WKH$XVWUDOLDQ5RDGVDQG7UD૾F$XWKRULW\ of New South Wales.)
7KH VLJQLÀFDQWORVVRIOLIH H[DFWV D WUDJLF WROO extending beyond personal loss to deep
community impacts, including personal
economic costs and emotional trauma to those
VXරHULQJ
DQGVLJQLÀFDQWWD[SD\HUVSHQGLQJRQ
emergency response and long-term healthcare
costs. Because so many fear for their safety
on our streets, there is no true freedom of
mobility, and, as a result, we compromise our
public health with increasing rates of sedentary
diseases and higher carbon emissions.

DRAFT robability of the Crash Being Fa of the C f the C

6RXUFH
)+:$$GDSWHGIU $GD
of New South Wales.) Wales

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
6 In recent years, there has been a growing
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injuries are not just accidents, but preventable
incidents. The occurrence of one crash
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concern for the safety of all roadway users,
with vulnerable users such as pedestrians and
cyclists representing 60 percent of the fatal
and severe injury crashes (also known as “KSI”
— killed or severely injured).
'HVSLWHWKHSUHVHQFHRIWUD඼FVLJQDOVWKHULVN
of fatal or serious injury crashes at intersections
LV VLJQLÀFDQWO\ KLJKHU XQGHUVFRULQJ WKH QHHG
for a comprehensive strategy to address safety
issues.

Furthermore, while the total number of crashes
in Cupertino is decreasing, the number of fatal
and severe injury crashes remains steady, as
seen in Figure 4, making it crucial to implement
a Vision Zero plan to reduce the risk of such
crashes. This approach will prioritize the safety
of all roadway users by creating safe and livable
streets, improving infrastructure, reducing
speed limits, increasing public education and
DZDUHQHVV DQG EHWWHU HQIRUFLQJ WUD඼F ODZV
By adopting a Vision Zero Policy, Cupertino
can create safer streets for everyone, reducing
preventable incidents that cause unacceptable
fatalities and injuries.

Figure 4: KSI Collisions by Year
Year
AFTrast
ng public ng pu
HWWHU HQIRUFLQJ HWWHU H
Vision Zero Policy, Vision Zer
afer streets for everyone, re fer streets for ev
ble incidents that cause unaccept ble incidents that cause es and injuries es and .

Collisions by Year ns by Year

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
7 Figure 5 and Figure 6 show that pedestrian
and cyclist collisions account for about 60
percent of all fatal and serious injury crashes.

While crashes involving vulnerable roadway
users hold the strong majority, those in motor
vehicles are victims as well. Even a crash
between a cyclist and pedestrian can result in a
fatality or severe injury. The human body is not
designed to withstand the forces of any crash,
IXUWKHU D඼UPLQJ WKH QHHG IRULPSURYHG URDG
safety.

Between 2012 and 2021
there were nine fatalities
and 74 severe injuries
reported in Cupertino.

Figure 5: Most Vulnerable Travelers
Figure 6: Percentage of Collisions by Mode
*The occurrence of one KSI collision which involved a pedestrian and a bicyclist, was included in the vehicle-pedestrian and vehicle-bicyclist categories as it ÀWVLQWRERWK1RWHLQ)LJXUHWKDWWKHQXPEHURIELF\FOHDQGSHGHVWULDQFROOLVLRQVLV 
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* **
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not
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gure 6: Percentage of Collisions by

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
8 2. Vision Zero is a multidisciplinary approach, bringing together diverse and necessary stakeholders to address this complex problem. In the past, meaningful, cross-disciplinary FROODERUDWLRQ DPRQJ ORFDO WUD඼F SODQQHUV DQG HQJLQHHUV SROLF\PDNHUV DQG SXEOLF KHDOWK professionals has not been the norm. Vision Zero acknowledges that many factors contribute to safe mobility — including roadway design, speeds, behaviors, technology, and policies — and sets clear goals to achieve the shared goal of zero fatalities and severe injuries. 9LVLRQ=HURLVDVLJQLÀFDQWGHSDUWXUHIURPWKHVWDWXVTXRLQWZRPDMRUZD\V

1. Vision Zero recognizes that people will sometimes make mistakes, so the road system and related policies should be designed to ensure those inevitable mistakes do not result in severe injuries or fatalities. This means that system designers and policymakers are expected to improve the roadway environment, policies (such as speed management), and other related systems to lessen the severity of crashes.

A NEW VISION FOR SAFETY
DRAFT ary approach, bringing approach, bringi togethe
complex problem prob . In the past, m In the past, m
WUD඼F SODQQHUV DQG HQJLQHHUV S
een the norm. Vision Zero acknowl n Zero
ncluding roadway design, speeds, ncluding roadway design, sp als to achieve the shared goal of ze als to achieve the shared goal of

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
9 PLANS AND POLICIES

CITY OF
CUPERTINO’S LOCAL

ROADWAY SAFETY
PLAN (LRSP)(2023)
Cupertino’s Local
Roadway Safety Plan

/563
 LGHQWLÀHV
transportation safety
improvement needs
throughout the City for all modes of
transportation and for all ages with the goal
of reducing fatal and severe injury collisions.

The LRSP, funded by the Federal Highway
Administration (FHWA) and Caltrans, was
achieved through a decision-making process
that relied on a data-driven collision analysis of
local roadways, partnership with stakeholders,
and public outreach.

Goals of the LRSP:

1. Identify and analyze road safety
issues systemically and recommend
improvements.

2. Improve pedestrian and bicyclist safety
WKURXJKSURYHQHරHFWLYHFRXQWHUPHDVXUHV

3. Coordinate with stakeholders to implement
road safety improvements and improve
emergency response in Cupertino.

4. Continually seek funding for safety
improvements.

5. Ensure fair and equitable implementation
of all safety improvements for all residents
of Cupertino.

The Cupertino Vision Zero Action Plan is
a high-level document focused on broad
strategies and impactful actions to eliminate
major crashes. It builds upon the City’s
H[LVWLQJ VWUHHW VDIHW\ HරRUWV ZKLFK DUH
supported by detailed transportation plans,
design guidelines, and area plans. These
comprehensive resources complement county
and state safety initiatives, such as the Santa
Clara County Valley Transportation Plan 2040,
and the City’s Safe Routes to School Program.
6SHFLÀFUHFRPPHQGDWLRQVDQGSULRULW\SURMHFWV
are outlined in detailed plans including the
Local Road Safety Plan, Climate Action Plan

2.0, City of Cupertino Transportation Study
Guidelines, Park and Recreation System Master
Plan, Pedestrian Transportation Plan, Bicycle
Transportation Plan, and the Safe Routes to
School Program. The City will continue to
develop and update these and future plans with
a focus on safety and Vision Zero principles.

The various plans and policies are listed below:
per
Roadway Roadw

/563

/5
transportation trans
improvement mprove
out the City for all modes out the City for al
portation and for all ages with th portation and for all ages wit reducing fatal and severe injury
The LRSP, funded by the Fede he LRSP, funded
Administration (FHWA) and ministration
achieved through a decisio ed thro
that relied on a data-driv on a d
local roadways, partn local roadways, par
and public outreac nd public outreac
Goals of the L

1. Ident
is
udy
Master
n, Bicycle
e Routes to
ll continue to
d future plans with
ision Zero principles ision Zero prin .
policies are listed below: policies are listed

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
10 CITY OF
CUPERTINO’S

CLIMATE ACTION
PLAN 2.0 (2022)
Cupertino envisions a
future with cleaner air,
resilient and renewable
energy sources,
livable communities,
an equitable distribution of resources,
and opportunities to build and maintain
resilient homes and businesses. Climate
change poses a challenge to that vision
DQG WKH HරHFWV RI FOLPDWH FKDQJH DUH
already impacting California communities
on the local level. This plan recognizes that
transportation alone contributes more CO2
e
per capita than the sectors of solid waste,
wastewater, commercial/industrial, and
UHVLGHQWLDO FRPELQHG 6SHFLÀF JRDOV RI WKH
Climate Action Plan 2.0 that can be leveraged
and supported by a Vision Zero Action Plan
include:

1. Develop and implement an Active
Transportation Plan to achieve 15% of
active transportation mode share by
2030 and 23% by 2040

2. Implement public and shared transit
programs to achieve 29% of public
transit mode share by 2030 and maintain
through 2040

3. Increase zero-emission vehicle (ZEV)
adoption to 35% for passenger vehicles
and 20% for commercial vehicles by 2030
and 100% for all vehicles by 2040

4. Re-focus transportation infrastructure
away from single occupancy gasoline
vehicles to support the bicycle/pedestrian
cycling and walking, public transit, and
ZEV goals stated above.

CITY OF CUPERTINO

BOLLINGER ROAD

CORRIDOR SAFETY
STUDY (2021)
Bollinger Road is a twomile long east-west
major collector street
that connects Lawrence
Expressway and De Anza
Boulevard, two major north-south arterials. The
road lies along the border of Cupertino and
San Jose, with Cupertino to the north and San
Jose to the south. The road traverses through
a residential neighborhood, which is home to
four nearby elementary schools, Hyde Middle
School, and Cupertino High School.

The City of Cupertino commissioned the
Bollinger Road Corridor Safety Study (“Study”)
to identify improvements to create a safer
and more accessible corridor for pedestrians,
bicyclists, transit riders, and motorists. As part
of the Study, an analysis of existing conditions
and a summary of past collisions along the
corridor was conducted. This was followed by
an online public survey that gathered public
LQSXWRQORFDWLRQVSHFLÀFLPSURYHPHQWQHHGV
along the corridor. The feedback from the
community was evaluated and used to create
two conceptual corridor alternatives. These
proposed alternatives were then presented to
the community in a neighborhood meeting.

Feedback was collected during the meeting as
well as through a summarized online survey.
7KH HරRUWV SHUIRUPHG IRU WKH VWXG\ DUH DRAFT summarized in this report. e,
and
RI WKH
leveraged
o Action Plan
plement an Active plement an A
Plan toachieve 15% of e 15%
portation mode share by ion mode share by
23% by 2040 % by 2040
ment public and shared trans ment public and shared
ograms to achieve 29% ograms to achieve 2 of pu
ransit mode share by 2030 and m ansit mode share by 2030 and m ugh 2040 ugh 20
zero-emission
35% for
mme
FTt
Expressw Expres
jor north-south jor nor
the border the borde of Cupe
th Cupertino to the north a h Cupertino to t
he south he so . The road traverses thro ad trav
dential neighborhood dential , which is ho which
ur nearby elementary schools, Hyd
School, and Cupertino High Schoo chool, and Cuperti
The City of Cupertino City of co
Bollinger Road Corridor S r Road
to identify improvem to identify impro
and more accessibl and more accessib
bicyclists, transit icyclists, transi
of the Study,
and a sum a
corrido co
an o
LQ

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
11 CITY OF CUPERTINO
2020 PARKS AND

RECREATION SYSTEM
MASTER PLAN (2020)
The Parks and Recreation
System Master Plan
(Master Plan) integrates
the City’s long-term
vision and aspirations
into a cohesive strategy to guide the future
development, renovation, management, and
programming of city parks and recreation
facilities. The Master Plan will provide
direction for the City and Parks and Recreation
Department as it improves and enhances parks
and recreation through the year 2040.
7KHFRPPXQLW\LGHQWLÀHG SULPDU\ WKHPHV
to address through new policies and projects.

These include improving park and facility
access and trail connectivity, as well as
integrating nature, the arts, and extraordinary
play opportunities. Residents want a greater
variety of recreation options, plus welcoming
customer-friendly parks, and services that
UHÁHFW WKH FRPPXQLW\·V GLYHUVH FXOWXUH DQG
unique characteristics. Empowering youth
and teens, supporting social gatherings, and
collaborating with partners and stakeholders
round out the priorities noted through
community feedback. From this community
input, the Master Plan’s vision, mission,
DQG JRDOV ZHUH GHÀQHG WR JXLGH WKH &LW\ LQ
enhancing recreation opportunities for all
Cupertino residents.

CITY OF CUPERTINO

TRANSPORTATION

STUDY GUIDELINES
(2021)
The Transportation Study
Guidelines provide a clear
and consistent technical
approach for evaluating
the transportation
HරHFWV
DGYHUVH RU EHQHÀFLDO
 RI SURMHFWV RQ
the City’s transportation system and services.

A transportation study provides essential
information for decision-makers and the public
when evaluating individual development
projects, small- and large-scale area plans, and
transportation infrastructure projects.

The Mobility Element of the Cupertino General
Plan seeks to “implement strategies that
make alternative modes of transportation
attractive choices, help reduce the strain on
the automobile network, and improve health
and quality of life for Cupertino residents
and businesses.” The Transportation Study
Guidelines support this goal by evaluating new
projects against the policies of the General Plan
and other relevant documents. In addition,
WKHVH *XLGHOLQHV IXOÀOO *RDO 0 RI WKH
Cupertino General Plan, which requires that the
City “review and update Transportation Impact
Analysis (TIA) policies and guidelines that allow
for adequate consideration for all modes of
transportation including automobiles, walking
bicycles, and transit.”DRAFTvision a vision
trategy to guid trategy
renovation, managem renovation,
ng of city parks and recr g of city parks
The Master Plan will pro
ion for the City and Parks and Recr ion for the City and Parks and partment as it improves and enhan
and recreation through the year 2 nd recreation thro
7KHFRPPXQLW\LGHQWLÀHG  FRPPXQLW
to address through new p ess thro
These include impro These include im
access and trail
integrating natu ntegrating nat
play opportu
variety of v
custom
UHÁH
al
that
ortation
e strain on
mprove health
pertino residents
ansportation Study
goal by evaluating new goal by evaluatin
policies of the General Plan olicies of the General Plan nt documents ocuments. In addition,
QHV IXOÀOO *RDO 0 RI WKH *RDO 0
General Plan, which requires that th General Plan, which requi view and update Transportation Im view and update Transportation ysis (TIA) policies and guidelines th
equate consideration for all equate consideration fo
ation including automo ation including autom
transit.”

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
12 CITY OF CUPERTINO

PEDESTRIAN

TRANSPORTATION
PLAN (2018)
The City of Cupertino
is undertaking several
ambitious initiatives to
improve pedestrian and
bicycling conditions
throughout the city. This Pedestrian
Transportation Plan is the blueprint for
Cupertino to achieve its vision of an inviting,
safe, and connected pedestrian network that
enhances the quality of life for all community
members and visitors. The purpose of this
Pedestrian Transportation Plan is to establish
a guiding framework for the development and
maintenance of pedestrian facilities throughout
Cupertino and recommend policies, programs,
and messaging to support and promote
walking.

The Pedestrian Transportation Plan builds
upon the City’s comprehensive strategies to
create a connected, multimodal transportation
network, and enhance quality of life throughout
Cupertino. For example, the Cupertino Bicycle
Transportation Plan (adopted in 2016) envisions
a citywide multimodal bicycle network, and
this document complements the proposed
bicycle network to create comprehensive
active transportation options of safe routes for
pedestrians and bicyclists.

CITY OF

CUPERTINO
2016 BICYCLE

TRANSPORTATION
PLAN (2016)
Riding a bicycle
LV D JUHDW ZD\ WR VWD\ ÀW DQG UHGXFH DLU
pollution, DQG WUD඼F FRQJHVWLRQ 7KH &LW\
of Cupertino, through the implementation
of projects recommended in the Cupertino
Bicycle Transportation Plan, is working toward
establishing a comprehensive network of
bicycle facilities throughout the City to
encourage cycling by providing safe and
convenient routes for doing so. The Plan is
a long-range planning document designed
to encourage bicycling as a safe, practical,
and healthy alternative to the motor vehicle.

It addresses present and future needs of the
bicycling community, lays the groundwork for
grant funding eligibility for bicycle projects,
and is in close alignment with the goals set by
the Cupertino Bicycle Pedestrian Commission
WRVLJQLÀFDQWO\LQFUHDVHWKHDWWUDFWLYHQHVVDQG
safety of bicycling throughout the City, with a
particular focus on safe connectivity to schools. DRAFT out rams,
promote
on Plan builds
ensive strategies to ensive strateg
timodal transportation timodal transpo
e quality of life throughout e quality of life throughou ample, the Cupertino e, the Cupertino Bicycle
Plan (adopted in 2016) envisions an (adopted in 201
multimodal bicycle network, an multimodal bicycle net
cument complements the propo cument complements the pr
e network to create compre
transportation options of safe transportation options o ns and bicyclists ns and .

FRQ
gh the
mmended in th mmend
ortation Plan, is workin ortation Plan
a comprehensive netwo a comprehens
facilities throughout the City facilities throughout
urage cycling by providing saf urage cycling by providing nvenient routes for doing so. Th
a long-range planning docume long-range plan
to encourage bicycling as a encourage b
and healthy alternative to althy a
It addresses present an It addresses pres
bicycling community bicycling communit
grant funding eli ant funding eli
and is in close
the Cuperti th
WRVLJQLÀ WR
safety
pa

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
13 VTP 2040: THE

LONG-RANGE

TRANSPORTATION

PLAN FOR SANTA

CLARA COUNTY
The Valley Transportation
Plan 2040 (VTP 2040)
provides a longrange vision for the
transportation system in Santa Clara County.
973  LGHQWLÀHV SURJUDPV SURMHFWV DQG
policies that Santa Clara Valley Transportation
Authority’s (VTA) Board of Directors is going to
pursue over the lifetime of the plan. It connects
projects and programs with anticipated funds
and provides a framework for the development
and maintenance of transportation over the
next 25 years. It considers all travel modes and
addresses the links between transportation,
land use, air quality, energy use, and community
livability.

VTA, as the Congestion Management Agency
for Santa Clara County, is responsible for
preparing and updating the VTP on a fouryear cycle coinciding with the update of the Bay Area’s Regional Transportation Plan. The
2040 update to the Regional Transportation
Plan, called the Plan Bay Area, produced by
the Metropolitan Transportation Commission
(MTC), guides transportation funding and
helps to inform planning throughout the ninecounty Bay Area through the year 2040.

CITY OF CUPERTINO
GENERAL PLAN 2040
CHAPTER 5: MOBILITY
ELEMENT (2015)
Cupertino’s transportation
system is multi-faceted.

It integrates walkways,
sidewalks, bicycle
routes, bus transit facilities, local streets,
major roadways, and freeways into a single,
integrated system that supports the city’s high
quality of life. At the local level, this includes
facilities that connect neighborhoods with
pedestrian, bicycle, and automobile routes.

Longer distance connections include links to
major boulevards, expressways, commuter rail,
and the regional freeway system.

This Element includes goals, policies, and
strategies that the City will use in making
decisions regarding transportation network
improvements needed to accommodate
Cupertino’s anticipated growth. The purpose
of this Element is to implement strategies
that make alternative modes of transportation
attractive choices. This will help reduce strain
on the automobile network and improve health
and quality of life for Cupertino residents and
businesses. DRAFTvide
ange v
tem in Santa C tem in
QWLÀHV SURJUDPV SURM QWLÀHV SURJ
Santa Clara Valley Transpo Santa Clara Valle
y’s (VTA) Board of Directors is goin y’s (VTA) Board of Direct e over the lifetime of the plan. It co
ojects and ojects a programs with anticipa ograms with anticipa and provides a framework for the d nd provides a fram
and maintenance of transpor maintenanc
next 25 years 5 years. It considers a
addresses the links be the l
land use, air quality, en land use, air quality,
livability vability.

VTA, as the C
for Santa f
prepari pr
year
B
and
making
n network
accommodate
wth. The purpose
mplement strategies mplement stra
modes of transportation modes of transpo
his will help reduce strain his will help reduce strai
e network and improve health
life for Cupertino residents and fe for Cupertino re

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
14 CUPERTINO SAFE

ROUTES TO SCHOOL

PROGRAM
Cupertino Safe Routes
to School (SRTS) is a
partnership between local
schools, school districts,
parent organizations,
community groups, and
WKH 6DQWD &ODUD &RXQW\ 6KHULර·V 2඼FH ZLWK
the mission of creating a safer environment
for students and families in Cupertino to
travel to and from school safely and reducing
single occupancy vehicle travel to and from
school to reduce carbon emission. In pursuit
of these goals, the City is actively working
toward expanding beyond the traditional
infrastructure and enforcement approach
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encouragement, engagement, evaluation, and
equity into the program. This unique approach
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powerful Cupertino SRTS program.

CITY OF CUPERTINO

SCHOOL WALK

AUDIT REPORT
(2016/17)
In 2016/17, Cupertino
SRTS worked with each
public school in Cupertino to develop a list of
infrastructure improvements that would make
walking and biking safer, and the student
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7KLV HරRUW ZKLFK IRFXVHG RQ WKH SXEOLF
roadway network within a few blocks of the
schools, culminated in 14 Walk Audit Reports,
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In 2019/20, Cupertino SRTS worked with each
school to update the reports, which together
contribute towards the SRTS program goals
of enhancing safety, reducing congestion, and
encouraging active transportation to and from
Cupertino’s public schools.

CUPERTINO

COMPLETE

STREETS POLICY
City of Cupertino’s
Complete Street
Policy furthers
the City’s goals of
meeting the safety, access, and mobility needs
of all users, including pedestrians, bicyclists,
motorists, public transportation users, and
people with disabilities. This policy aims to
create an integrated transportation network
that promotes safe and convenient travel for
all. The policy acknowledges the public health
DQGZHOIDUHEHQHÀWVRIUHGXFLQJYHKLFOHPLOHV
traveled and increasing transportation by
walking, bicycling, and public transit. It aligns
with the California Complete Streets Act of
2008 (AB 1358) and related directives, which
mandate that cities incorporate the mobility
needs of all roadway users into their general
planning processes. Furthermore, the policy
supports the goals of the California Global
Warming Solutions Act of 2006 (AB 32) and
the Sustainable Communities and Climate
Protection Act of 2008 (SB 375), which require
VLJQLÀFDQWLQFUHDVHVLQSXEOLFWUDQVLWELF\FOLQJ
and walking to reduce greenhouse gas
emissions. Numerous California jurisdictions
have adopted similar policies to enhance
their communities’ health, safety, economic
vitality, and environmental sustainability.

By adopting this resolution, Cupertino also
ensures its eligibility for regional funding
programs, such as the One Bay Area Grant
(OBAG) and 2016 Measure B, which require
adherence to Complete Streets principles.

The policy is consistent with Cupertino’s 2015
Mobility Element update of the General Plan,
emphasizing multimodal transportation and
infrastructure development.

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tion, and
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CITY OF CITY CUPERTINO PER

SCHOOL WALK

AUDIT REPORT
(2016/17)
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SRTS worked with SRTS worked w
c school in Cupertino to develop
ructure improvements that w ructure improvements t
and biking safer, and and biking safer, a
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traveled and increasing transp raveled and incr
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BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
15 ALIGNING EXISTING IMPROVEMENTS

WITH VISION ZERO
Capital Improvement Program (CIP) roadway
and intersection projects should be planned
and designed with Vision Zero in mind.

Traditionally, roadway design has been based
on the tenets of highway design developed in
the 1950s and 1960s, which focused on moving
cars at highway speeds. While important for
rural and interstate highways, this approach
does not align with urban and suburban
streets in multimodal contexts. Traditionally,
a “design speed” is chosen that is higher than
the anticipated speed limit to create a “factor
of safety” for the motorist. What results in
practice is the measured vehicular operating
speed, typically expressed as the 85th percentile
speed, is higher than the posted speed limit.

Furthermore, the operating speed exceeds
what the community deems appropriate for
the given context, which is referred to as the
“desired operating speed”.

This situation creates a perception of the
street or intersection as unsafe, particularly for
vulnerable users inclusive of individuals with
disabilities. These speeds also create higher
risks of fatal and severe injury crashes, violating
the tenants of Vision Zero.

Instead, our streets should be designed to
result in travel at the “optimized safe and
context-sensitive operating speed for all users.”
Lower operating speeds should align with the
expectation of the community, as determined
through engagement and acknowledgment of
the context.

Adequate design and appropriate speed
limits that produce optimized safe and
context-sensitive operating speed for all
users supports Vision Zero, better meets
community expectations, and allows valuable
law enforcement resources to be deployed
elsewhere. On the following page, Figure 7
showcases this paradigm shift.

Reevaluating speed limits on major streets
and safety corridors using AB43 guidelines will
improve public safety. This approach allows for
FRQWH[WVSHFLÀF VSHHG DGMXVWPHQWV UHGXFLQJ
accidents and fostering community livability.

Prioritize multimodal safety and quality of
service over motor vehicle level of service
and on-street parking. Consider providing
signal prioritization and perhaps preemption
for pedestrians, cyclists, and transit. Focus
especially on the needs of people with
GLVDELOLWLHV 3ULRULWL]H SURWHFWHG DQG EXරHUHG
bike lanes over on-street parking where rightof-way is limited. DRAFT in rating
percentile
speed limit.
speed exceeds eed exceeds
ms appropriate for
is referred to as the is referred to
eed”.
reates a perception of the s a perception of the
section as unsafe, particularly for ection as unsafe, pa users inclusive of individuals wit users inclusive of indiv es. These speeds also create h also create
of fatal and severe injury crashes, v
nants of Vision Zero nants o .
ur streets should b streets should
el at the “op
operati
FTatin
on Zero, on Ze
tations, and allo tations
ent resources to be ent resource
On the following page, the following Fig
es this paradigm shift.
valuating speed limits valuating spe on majo
nd safety corridors using AB43 gu
improve public safety prove public sa . This appr
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accidents and fostering co s and fo
Prioritize multimoda Prioritize multimod
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signalprior
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GLV

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
16 )LJXUH
3UREDELOLW\RI3HGHVWULDQ6XଉHULQJ.6,&RQWUDVWHGZLWK6SHHG KEY POLICY GUIDANCE INCLUDES:
• Follow nationally vetted complete streets
planning and design guidance documents.
• Create safer connections for vulnerable
roadway users along, across, and around
corridors. Add additional protected
crossings based on engineering judgement
to support desired lines between logical
origins and destinations. Do not rely
solely on numerical values of warrants to
LQVWDOOVXFKWUD඼FFRQWUROGHYLFHVDVWUD඼F
signals, pedestrian hybrid beacons, and
other proven safety countermeasures.
• Determine the optimized safe and contextsensitive operating speed for all usersv VSHHG WKURXJK HරHFWLYH FRPPXQLW\
engagement before beginning any design
HරRUWV WKHQDGRSW WKDWGHVLUHGRSHUDWLQJ
speed as the design speed of the project.
• Prioritize multimodal safety and quality
of service over motor vehicle level of
service and on-street parking. Consider
providing signal prioritization and perhaps
preemption for pedestrians, cyclists, and
transit. Focus especially on the needs of
people with disabilities. Prioritize protected
DQG EXරHUHG ELNH ODQHV RYHU RQVWUHHW
parking where right-of-way is limited.
• Reevaluate the speed limits on major streets
in business and residential areas and other
VWUHWFKHVLGHQWLÀHGDV´VDIHW\FRUULGRUVµE\
applying the guidelines outlined in AB43.
• Once the project is completed and open
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speeds are equivalent to the desired
operating speeds. If not, explore possible
PRGLÀFDWLRQV DQG UHWURÀWV WR WKH EXLOW
environment to lower measured speeds. DRAFT
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ete streets
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d onengineering judgement
desired lines between logical lines between logical
and destinations. Do not D rely
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BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
17 BUILDING BLOCKS OF VISION ZERO
The Cupertino Vision Zero Action Plan builds
XSRQ H[LVWLQJ VWUHHW VDIHW\ HරRUWV LQ WKH &LW\
RI &XSHUWLQR 7KHVH HරRUWV DUH VXSSRUWHG
by various transportation plans, design
guidelines, and area plans. These resources
complement safety initiatives of the County
and State, including the Santa Clara County
Valley Transportation Plan 2040, and the City’s
Safe Routes to School Program.

The City of Cupertino recognizes the
importance of safe streets for all residents and
has implemented various plans and programs
WR HQKDQFH WUD඼F VDIHW\ DQG DFFHVVLELOLW\
The Local Roadway Safety Plan (LRSP)
analyzed collision data and collaborated with
stakeholders to identify and address safety
issues systematically, while also seeking funding
for improvements. The Bollinger Road Corridor
6DIHW\6WXG\IRFXVHVVSHFLÀFDOO\RQLPSURYLQJ
safety and accessibility for pedestrians,
bicyclists, transit riders, and motorists along a
major collector street.

The Pedestrian Transportation Plan and the
Bicycle Transportation Plan aim to improve
pedestrian and bicycling conditions by creating
safe and connected networks, improving safety
measures, and enhancing mobility. These
plans include goals such as reducing collisions,
improving access to community destinations,
and increasing awareness and value of active
transportation.
,QDGGLWLRQWRWKHVHVSHFLÀFSODQV&XSHUWLQR·V
Transportation Study Guidelines and the 2015
General Plan’s Mobility Element promote
alternative transportation modes, reduce
reliance on automobiles, and prioritize the
health and quality of life for residents.

The Safe Routes to School (SRTS) program
encourages students to walk and bike to
school through a comprehensive approach
that includes encouragement, education,
evaluation, enforcement, and engineering
interventions.

Overall, these initiatives underscore the need
for safe streets for all residents of Cupertino,
ensuring fairness, equity, and accessibility,
while promoting sustainable transportation
options, reducing congestion, and enhancing
the overall quality of life in the city.

P)
with
s safety
ing funding
Road Corridor
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y for pedestrians, y for pede
, and motorists along a , and motorists a
et.

Transportation Plan and the rtation Plan and the
nsportation Plan aim to improve sportation Plan aim
an and bicycling conditions by creat an and bicycling conditions by nd connected networks, improving
ures, and enhancing mobilit ures, and enhancing
clude goals such as reduci clude goals such as red
access to commun
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fairness, equity, and accessib fairness, equity, and
promoting sustainable transpor promoting sustainable tra ons, reducing ons, reducing congestion, and en
he overall quality of life in the city

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
18 Community input is vital to the development
and implementation of the Vision Zero Action
3ODQ7KH&LW\OHGDUREXVWHQJDJHPHQWHරRUW
to obtain input from community members and
stakeholders. The community engagement
HරRUWIRUWKH$FWLRQ3ODQDOVRWRRNLQWRDFFRXQW
the feedback and community input received by
the City during the LRSP process.

STAKEHOLDER ENGAGEMENT
Project stakeholders included City Department
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Development, the City’s Public Outreach
5HSUHVHQWDWLYHV 6DQWD &ODUD &RXQW\ 6KHULර·V
Department, Santa Clara County Fire
Department, Cupertino Union School District,
Fremont Union High School District, Walk
Bike Cupertino, and the Cupertino Bicycle
Pedestrian Commission. These stakeholders
attended a virtual stakeholder meeting, which
was held on September 28, 2023.

Stakeholder concerns were primarily focused
on the following themes:
• Data-Driven Decision Making: Continuous
data collection and analysis, including nearmisses detection, are critical for identifying hazards and informing targeted interventions.
• Infrastructure and Safety Enhancements:
(QVXULQJ LQIUDVWUXFWXUH VDIHW\ ZLWK VSHFLÀF
countermeasures such as build-outs, curb
extensions, ITS components, and treating
trail intersections as regular intersections are
essential for protecting all road users.
• (૽HFWLYHQHVVDQG(YDOXDWLRQ
Establishing
clear metrics and methods to measure the
HරHFWLYHQHVVRI WKH9LVLRQ=HUR$FWLRQ3ODQ
ensures that the implemented strategies
achieve their intended outcomes.
• Comprehensive Safety Strategies:

Incorporating educational and enforcement
strategies, along with quick build projects
for immediate improvements, complements
infrastructure enhancements.
• Policy and Planning: Reviewing and
updating policies to align with Vision Zero
goals ensures that the plan is supported by
the latest safety standards and best practices.

COMMUNITY MEETINGS
This stakeholder outreach was supplemented
by two community workshops, held on
October 4, 2023, and January 23, 2024.
7KH ÀUVW FRPPXQLW\ ZRUNVKRS LQWURGXFHG
the project to the community, as well as
FROOHFWHG IHHGEDFN RQ WUD඼F VDIHW\ FRQFHUQV
Community concerns were primarily focused
on the following themes:
• Pedestrian and Bicyclist Safety: Residents
express concerns about the safety of
pedestrians and bicyclists, particularly
about motor vehicle collisions.
• 7UD૾F 3ULRULWLHV: Questions were raised
DERXW WKH FLW\·V WUD඼F SULRULWLHV ZLWK
residents seeking a balance between
FRPPXWHUH඼FLHQF\DQGORFDOVDIHW\
• Intersection Safety: The issue of “right on
red” at intersections is a notable concern,
with suggestions for safer intersection
design.
• Speed Limits and Infrastructure:

Residents advocate for measures to reduce
vehicle speeds, such as lowering speed
limits and redesigning infrastructure for
safety.

COMMUNITY ENGAGEMENT
DRAFT e
trict,
t, Walk
no Bicycle
stakeholders
r meeting, which
, 2023.
were primarily focused were primarily fo
hemes:
en Decision Making: Making Continuous
llection and analysis, including nea llection and analysis, inclu es detection, are critical for identi es detection, are critical for ide azards and informing targeted interv
astructure and Safety Enh astructure and Safety
J LQIUDVWUXFWXUH VDIH J LQIUDVWUXFWXUH VDI
asures such a
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eme
Planning: Plann Re
olicies to align with V olicies to a
sures that the plan is suppo ures that the pla
test safety standards and best prac test safety standards and

MUNITY MEETINGS MUN
his stakeholder outreach was sup
by two community worksho y two commu
October 4, 2023, and Jan ber 4, 2
7KH ÀUVW FRPPXQLW\ ZR FRP
the project to the c the project to t
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Community conc ommunity con
on the followi
• Pedes
ex

BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
19 • Proactive Safety Measures: There is a
clear call for proactive measures to enhance
road safety and avoid waiting for accidents
or fatalities to trigger action.

The second community workshop centered
on key aspects outlined in the plan, including
countermeasures, Vision Zero programs,
partnerships, and the data collection plan.

Additionally, it presented an overview of the
Draft Report, with a public review opportunity
announced. Primary community concerns
revolved around the following themes:
• Enhancing Pedestrian and Bicyclist
Safety: Recognizing the heightened
vulnerability of pedestrians and bicyclists,
there was an emphasis on the imperative
prioritization of their safety.
• Implementing Pedestrian and Bicyclist
Programs: Addressing concerns about
visibility during nighttime activities for
pedestrians and bicyclists, suggestions
were made for a city-wide program,
potentially involving the distribution of
armbands or the provision of strobe lights
for bicyclists.
• Clarifying Countermeasure Prioritization:

The community sought more explicit
information on the city’s leadership
approach to reducing collisions. There
was a call for greater clarity regarding the
VSHFLÀF FRXQWHUPHDVXUHV WKH FLW\ SODQV
WR HPSOR\ WR HරHFWLYHO\ PLQLPL]H WKHVH
incidents.

WEBSITE & INTERACTIVE MAP INPUT

PLATFORM
The project included a website hosted by the
City, which was continuously maintained with
project updates.

This plan also took into consideration the
comments and input received by the City
through the interactive map tool platform that
was posted to the City’s Engage Cupertino
website as part of the LRSP process in 2022.

The interactive map was used to solicit input
from Cupertino residents and stakeholders
RXWVLGHWKHFRQÀQHVRIWUDGLWLRQDOPHHWLQJV
Community members and stakeholders shared
their observations and concerns regarding
locations and situations where collisions
are occurring but are not necessarily being
reported. They shared their knowledge and
experiences of locations where “near-miss”
collisions were occurring. They also indicated
those locations that did not “feel safe” and
that, despite a lack of documented crash data,
a heightened risk of collisions existed.

In total, 387 comments were received through
the interactive map input platform. The most
comments received were about Stevens Creek
Boulevard and McClellan Road, and the most
common concerns involved pedestrian safety
and bicycle safety.

The results of the interactive map are shown
below in Figure 8 and summarized in Figure
9 on the following page. In Figure 8, each dot
and line represents the intersection or corridor
of concern mapped by a community member.

Comments received from the community are
DRAFT
attached in Appendix A.

Bicyclist
rns about
activities for
sts, suggestions
city-wide program, city-wide pro
ng the distribution of ng the distribut
e provision of strobe lights provision of strobe lights g Countermeasure Prioritization: g Countermeasure Pr
community sought more exp community sought more
ormation on the city’s lead city’s lea
pproach to reducing collision pproach to reducing c
a call for greater clarity re a call for greater clarit FRXQWHUPHDVXUHV FRXQWHUPHDVXUHV
\ WR HරHFWLYH
map t
City’s Enga City’s
of the LRSP proce of the L
ve map was used to solic ve map was us
ertino residents and stakeho nts an
WKHFRQÀQHVRIWUDGLWLRQDOPHHWLQ WKHFRQÀQHVRIWUDGLWLRQDO mmunity members and stakeholde
their observations and concern heir observations
locations and situations w tions and
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In to
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BACKGROUND & POLICIES

CUPERTINO VISION ZERO ACTION PLAN
20 Figure 8: Interactive Map Comment Responses
)LJXUH

/RFDWLRQVRI7UDଊF6DIHW\&RQFHUQVDV,GHQWLÀHGE\3XEOLF&RPPHQWV RA LRQVRI7UDଊF6DIHW\&RQFHUQVDV LRQVRI7UDଊF6DIHW\&RQFHUQ CHAPTER 2 -

DATA-DRIVEN

APPROACH

CUPERTINO VISION ZERO ACTION PLAN

CITY OF CUPERTINO

CUPERTINO VISION ZERO ACTION PLAN
22 DATA-DRIVEN APPROACH
The stories and perceptions shared by others
are important to a successful discussion and
FRQVLGHUDWLRQ RI 9LVLRQ =HUR :KLOH WUD඼F
safety is frequently couched in terms of data
analysis, we know that no one wants to be
viewed as data, and that no one wants their
neighborhood to be viewed as data. However,
data does give us a place from which to start an
objective conversation about roadway safety
in Cupertino. The City of Cupertino analyzed
collision data recorded from 2012 to 2022 that
was retrieved from their collision database
system called CROSSROADS.

This information is used to describe historic
collision trends and identify high-risk
locations within the city. This data acts as a
primary resource for the Cupertino Vision
Zero Action Plan. Vision Zero is a data-driven
strategy intended to eliminate fatalities and
severe injuries on all roadways, bikeways and
sidewalks. The data driven process includes:

1. Identifying Collision Trends: Examination of collision data to assess patterns and trends related to the timing, locations, causes,
and parties involved in crashes.

2. Identifying High Injury Corridors: IdenWLÀFDWLRQRIVSHFLÀFURXWHVZKHUH DVLJQLÀFDQWQXPEHURIIDWDODQGVHvere injury collisions frequently occur.

3. Identifying High Injury Intersections:
,GHQWLÀFDWLRQRIVSHFLÀFLQWHUVHFWLRQV
ZKHUHDVLJQLÀFDQWQXPEHURIIDWDODQG
severe injury collisions frequently occur.

4. ,GHQWLI\LQJ&ROOLVLRQ3URÀOHV

Integration of various collision factors to recognize the most common types of crashes, and categoUL]HLQWRQLQHFROOLVLRQSURÀOHV

5. Listing Countermeasure Toolbox:

Compilation of successful countermeasures based on nationwide research and best practice, aligning them with
FRUUHVSRQGLQJFROOLVLRQSURÀOHV

6. Identifying Priority Project Locations:

The selection of seven corridors with
high collision frequency, determined
E\FROOLVLRQGHQVLW\DQGFRQÀUPHGE\
input from the local community.

AFTimi
roadway roadw
a driven proces a drive AFT
ed
uses,
crashes.
igh Injury Corridors: IdenIVSHFLÀFURXWHVZKHUH RXWHVZKH FDQWQXPEHURIIDWDODQGVH FDQWQXPEHURIIDWDODQ -
injury collisions frequently occur injury collisions frequently oc tifying High Injury Inte
FDWLRQRIVSHFLÀFLQ
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collisio collisio

4. ,GHQWLI\LQJ& I\LQJ&ROOLVLR
Integration of va Integration of v
tors to recogn tors to reco
mon types mon types
UL]HLQWR
5 DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
23 COLLISION TRENDS
By analyzing collision records, the City gained
insights into the individuals involved, the
factors contributing to the collisions, the
timing, locations, and the reasons behind
collisions – especially those leading to fatalities
or serious injuries. Throughout the Action Plan,
Figure 9: Collisions Trends in City of Cupertino (2012 to 2021) On average, a crash occurs every three days in
Cupertino. Although pedestrians and bicyclists
are involved in just over a third of all crashes,
they make up 62 percent (50 collisions) of the
crashes resulting in fatalities or severe injuries.

This underscores their susceptibility as road
users, thus they are referred to as vulnerable
roadway users. Intersections pose the greatest
risk of a fatal or serious injury crash to vulnerable
roadway users, with the majority (88 percent/44
collisions) of fatal and severe injury collisions
occurring at intersections. The presence of
DWUD඼F VLJQDO GRHV QRW JXDUDQWHH VDIHW\ DV
more than half (55 percent/24 collisions) of the
intersection collisions involving pedestrians
and cyclists happen at signalized intersections.
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SHUFHQW
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fall within the age range of 24 to 64 years.

Furthermore, the majority (56 percent/261
collisions) of pedestrian and bicycle fatalities
and severe injuries take place during the late
DIWHUQRRQ RU HYHQLQJ VSHFLÀFDOO\ EHWZHHQ 
p.m. and 10 p.m.
the abbreviation KSI is used to denote collisions
resulting in either fatalities (K) or serious
injuries (SI). Figure 9 shows the collision trends
observed in Cupertino during the period from
2012 to 2021:
(2012 to 2021) (2012 to 202
a crash occurs every three days in crash occurs every
Although pedestrians and bicyclis and
olved in just over a third of all cra olved in just over a third of all c make up 62 percent (50 collision
s resulting in fatalities or sev s resulting in fatalities o rscores their suscept rscores their susce
hey are hey are referred eferred
ntersectio
us

CUPERTINO VISION ZERO ACTION PLAN
24 Figure 10: Map of Fatalities and Severe Injuries (2012-2021)

REO ACTION PLAN
alities andSevere Injuries (2012-2021)

FOCUSING ON FATALITIESAND SEVERE INJURIES
Vision Zero is an approach aimed at eradicating DOOIDWDODQGVHYHUHLQMXU\ WUD඼FFUDVKHVZKLOH simultaneously promoting safe, equitable, and healthy mobility for everyone. Figure 10 illustrates the fatalities and severe injuries that have occurred in the City of Cupertino between 2012 and 2021. Figure 11 shows the fatalities and severe injuries that occurred in the City by year. By prioritizing the prevention of fatal and severe injury crashes, Vision Zero UHFRJQL]HVWKHVLJQLÀFDQWLPSDFWRIVXFKWUDJLFevents. Initiatives and enhancements directed at preventing these types of collisions yield substantial advantages, aligning with the City of Cupertino’s pledge to eliminate all fatal and VHULRXVLQMXU\WUD඼FFUDVKHVE\$GHWDLOHGcollision analysis is available in Appendix 1.

Figure 10: Map of Fatalities and Severe Injuries (2012-2021) Figure 11: Fatalities and Severe Injuries by Year

HIGH INJURY NETWORK
The City conducted an additional spatial
examination of collision data to pinpoint the
corridors and intersections with the highest
level of fatal and serious injuries for pedestrians,
bicyclists, and motorists. This network of
high-injury corridors and intersections was
determined by selecting those with the highest
crash densities and considering the severity
of the crashes. Incidents resulting in fatal or
life-altering injuries were given greater weight
than other injury-related crashes. The analysis
encompasses crashes involving all road users.

To optimize the allocation of funds for capital
LPSURYHPHQW SURMHFWV DQG SULRULWL]H WUD඼F
VDIHW\HරRUWVWKH&LW\RI&XSHUWLQRZLOOXWLOL]H
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and intersections. This Vision Zero Action Plan
incorporates several measures derived from the
high injury network analysis. By concentrating
on these high-priority streets, the City can
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conducted an add conducted an ad onductDan
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CORRIDORS OF CONCERN
%HWZHHQ  DQG  VHYHQ VSHFLÀFroadways in Cupertino accounted for the majority (72%) of severe injuries and fatal crashes. These particular corridors witnessed at least three crashes per block between 2012 and 2021. Figure 12 lists the high-injury corridors of concern. The roadways that had the highest number of accidents include:1. Stevens Creek Boulevard

2. Homestead Road3. McClellan Road 4. De Anza Boulevard 5. Stelling Road6. Wolfe Road 7. Bollinger RoadFigure 12: City of Cupertino - High Injury Network - Corridors (2012-2021)
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City of Cupertino - High Injury Network - Corridors (2012 - 2021) 280
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85 67

STEVENS CREEK BLVD

HOMESTEAD RD

MCCLELLAN RD

BUBB RD

LAWRENCE EXPY

BOLLINGER RD

N WOLFE RD MILLER AVE

N TANTAU AVE

N STELLING RD

S BLANEY AVE

DE ANZA BLVD

S TANTAU AVE

N FOOTHILL BLVD

RAINBOW DR

N BLANEY AVEPRUNERIDGE AVE

PROSPECT RD

FOOTHILL EXPY

S WOLFE RD

BOLLINGER RD

S DE ANZA BLVD

STEVENS CREEK BLVD
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00.5 1 0.25 mi.

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A. Stevens Creek Blvd.B. Homestead Rd.C. McClellan Rd.D. De Anza Blvd.E. Stelling Rd.F. Wolfe Rd.

G. Bollinger Rd.H. Bubb Rd.I. Greenleaf Dr.J. Mariani Ave.K. Blaney Ave.L. ,QÀQLWH/S M. Johnson Ave.N. Loree Ave.O. Miller Ave.P. Oakdell Pl.Q. Pepper Tree Ln.R. Perimeter Rd.

S. Portal Ave.T. Valley Green Dr.U. Wheaton Dr.

High Injury Network - Corridors
AFT
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INTERSECTIONS OF CONCERN
Out of the 48 intersections in Cupertino where fatal or injury crashes occurred between 2012 and 2021, seven of them witnessed two or more crashes resulting in someone being killed or seriously injured. Figure 13 shows the highinjury intersections. The intersections that had multiple KSI crashes are:1. De Anza Boulevard & Homestead Road

2. Bandley Drive & Stevens Creek Boulevard3. Cupertino Road & Stevens Creek Boulevard4. Stevens Creek Boulevard & De Anza Boulevard

5. Blaney Avenue & Stevens Creek Boulevard

6. De Anza Boulevard & Mariani Avenue7. De Anza Boulevard & Rodrigues AvenueFigure 13: City of Cupertino - High Injury Network - Intersections (2012-2021) Stevens Creek Blvd
City of Cupertino - High Injury Network - Intersections (2012 - 2021) 280
§¨¦
280
§¨¦
280
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85 UV
Intersections
High Injury Intersections

00.5 1 0.25 mi.

STEVENS CREEK BLVD

HOMESTEAD RD

MCCLELLAN RD

BUBB RD

LAWRENCE EXPY

BOLLINGER RD

N WOLFE RD MILLER AVE

N TANTAU AVE

N STELLING RD

S BLANEY AVE

DE ANZA BLVD

S TANTAU AVE

N FOOTHILL BLVD

RAINBOW DR

N BLANEY AVEPRUNERIDGE AVE

PROSPECT RD

FOOTHILL EXPY

S WOLFE RD

BOLLINGER RD

S DE ANZA BLVD

STEVENS CREEK BLVD

1.
De Anza Blvd. & Homestead Rd. 2.
Bandley Dr. & Stevens Creek Blvd.3.
Cupertino Rd. & Stevens Creek Blvd.4.
Stevens Creek Blvd. & De Anza Blvd.5.
Blaney Ave. & Stevens Creek Blvd.6.
De Anza Blvd. & Mariani Ave.7.
De Anza Blvd. & Rodrigues Ave.8.
Homestead Rd. & Ontario Dr.9.
Pepper Tree Ln. & Stelling Rd.10.
Bubb Rd. & Peninsula Ave. 11.
De Anza Blvd. & I-280 NBoff/R. 12.
Fallen Leaf Ln. & Homestead Ct. 13.
Bollinger Rd. & Miller Ave.14.
Bollinger Rd. & Wunderlich Dr.

15.
Greenleaf Dr. & Stelling Rd.16.
Mc Clellan Rd. & September Dr.17.
Vista Ct. & Vista Dr.18.
Homestead Rd. & Quail Ave. 19.
I-280 NBon/R. & Wolfe Rd.20.
Auburn Dr. & Portal Ave.21.
Beardon Dr. & Valley Green Dr.

22.
Blaney Ave. & Wheaton Dr.23.
Bollinger Rd. & Estates Dr.24.
Bonny Dr. & McClellan Rd.25.
Bubb Rd. & Columbus Ave.

26.
Calvert Dr. & Loree Ave.27.
Chishoim Ave. & Milford Dr.28.
Clubhouse Ln. & McClellan Rd.29.
Cordova Rd. & Santa Lucia Rd.30.
De Anza Blvd. & Infinite Loop.

31.
De Anza Blvd. & Lazaneo Dr.32.
Foothill Blvd. & Santa Paula Ave.33.
Hazelbrook Dr. & Stelling Rd.34.
Johnson Ave. & Tilson Ave.35.
Linda Vista Dr. & Santa Teresa Dr.

36.
Miller Ave. & Phil Ln.37.
Pruneridge Ave. & Tantau Ave.38.
Rainbow Dr. & Stelling Rd.39.
Riverside Dr. & Stevens Canyon Rd.40.
Saich Way. & Stevens Creek Blvd.41.
Blue Jay Dr. & Bluejay Dr. 42.
De Anza Blvd. & McClellan Rd.43.
Echo Hill Ct. & Robindell Way.44.
Homestead Rd. & Wolfe Rd. 45.
North Wolfe Rd. & I-280 NBoff/R.46.
Infinite Lp. & Mariani Ave.47.
Stevens Creek Blvd. & Wolfe Rd.48.
Stevens Creek Blvd. & Stelling Rd.

High Injury Network - Intersections
1 4
9 8
6 7
3 5 2 48
19 47
46 44
45 18 12
43 11
42 10
41 17
40 39
38 37
36 16
35 34
15 33
32 30
31 29
28 27
26 25
24 14 13 23
22 21
20 High Injury Network - Intersections1. De Anza Blvd. & Homestead Rd. 2. Bandley Dr. & Stevens Creek Blvd.3. Cupertino Rd. & Stevens Creek Blvd.4. Stevens Creek Blvd. & De Anza Blvd.5. Blaney Ave. & Stevens Creek Blvd.6. De Anza Blvd. & Mariani Ave.7. De Anza Blvd. & Rodrigues Ave.8. Homestead Rd. & Ontario Dr.9. Pepper Tree Ln. & Stelling Rd.10. Bubb Rd. & Peninsula Ave.11. 'H$Q]D%OYG ,1%Rර512. Fallen Leaf Ln. & Homestead Ct.13. Bollinger Rd. & Miller Ave.14. Bollinger Rd. & Wunderlich Dr.15. Greenleaf Dr. & Stelling Rd.16. Mc Clellan Rd. & September Dr.17. Vista Ct. & Vista Dr.18. Homestead Rd. & Quail Ave.19. I-280 NBon/R. & Wolfe Rd.20. Auburn Dr. & Portal Ave.21. Beardon Dr. & Valley Green Dr.22. Blaney Ave. & Wheaton Dr.23. Bollinger Rd. & Estates Dr.24. Bonny Dr. & McClellan Rd.25. Bubb Rd. & Columbus Ave.

26. Calvert Dr. & Loree Ave.27. Chishoim Ave. & Milford Dr.28. Clubhouse Ln. & McClellan Rd.29. Cordova Rd. & Santa Lucia Rd.30. 'H$Q]D%OYG ,QÀQLWH/RRS31. De Anza Blvd. & Lazaneo Dr.32. Foothill Blvd. & Santa Paula Ave.33. Hazelbrook Dr. & Stelling Rd.34. Johnson Ave. & Tilson Ave.35. Linda Vista Dr. & Santa Teresa Dr.

36. Miller Ave. & Phil Ln.37. Pruneridge Ave. & Tantau Ave.38. Rainbow Dr. & Stelling Rd.39. Riverside Dr. & Stevens Canyon Rd.40. Saich Way. & Stevens Creek Blvd.41. Blue Jay Dr. & Bluejay Dr.42. De Anza Blvd. & McClellan Rd.43. Echo Hill Ct. & Robindell Way.44. Homestead Rd. & Wolfe Rd.45. 1RUWK:ROIH5G ,1%Rර546. ,QÀQLWH/S 0DULDQL$YH47. Stevens Creek Blvd. & Wolfe Rd.48. Stevens Creek Blvd. & Stelling Rd.

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28 27

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
31 The City has developed a comprehensive set
of countermeasures for the implementation
of safety projects. These countermeasures
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engineering, education, and enforcement. The
toolbox consists of over 50 countermeasures,
covering aspects of roadway design, pedestrian
safety, bicyclist safety, operations and signal
timing, speed management, signage and
marking, and even includes elements of
education, public awareness, and enforcement.

This toolbox is intended to assist the City in
identifying the most suitable countermeasure
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• (෈FDF\
7KLV UHIHUV WR WKHH[SHFWHGVDIHW\EHQHÀWGHWHUPLQHG WKURXJKDFDGHPLF UHVHDUFK and industry standards.
• Cost: The overall expense involved in designing and implementing the countermeasure. • Complexity:7KHDQWLFLSDWHGOHYHORIGL඼FXOW\WKH&LW\PD\HQFRXQWHUZKHQLPSOHPHQWLQJWKH countermeasure.
that not all treatments are appropriate for all
roadway types. This toolbox can be considered
a roster of countermeasures the City has at its
disposal to address safety-related concerns
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of each of the countermeasure is given in
Appendix 2.

The countermeasures have been evaluated
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Complexity, and assigned each criterion a
score:

COUNTERMEASURE TOOLBOX

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nd industry standards.

The overall expense invo The overall expense
ity:7KHDQWLFLSD
ure.

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untermeasu unterm
measures have been ev measures have
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exity, and assigned each criter exity, and assigned each e:

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
32 ROADWAY DESIGN

ROAD DIETS AND LANE

REDUCTION

LANE RECONFIGURATION

CURB EXTENSIONS &

BULB OUTS

CONSOLIDATING

DRIVEWAYS

ROADWAY AND

INTERSECTION SAFETY

LIGHTING

INTERSECTION

TIGHTENING

RAISED INTERSECTIONS RAISED CROSSWALK

SLIP LANE CLOSURES RAISED MEDIANS
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

CLOSING SIDEWALK GAPS
EFFICACY:

COST:

COMPLEXITY:

DRAFTCONSOLIDATING SOLID

DRIVEWAYS
TY
INTER
TI

ISED INTERSECTIONS SED INTERSECTIONS

SLIP LANE CLOSU
EFFICACY:

COST:

COMPLEXITYT
TY:

FT
RA
EFFICACY:

COST:

COMPLEXITY COMPLEXIT :

DREFFICACY:

COST:

R

COMPLED
CACY
OST:

COMPLEXITY COM :

T

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
33 PEDESTRIAN SAFETY

MARKED CROSSWALKS HIGH-VISIBILITY

CROSSWALKS WITH

ADVANCED STOP OR YIELD
SIGNS

PEDESTRIAN REFUGE

ISLANDS AND MEDIAN

RECTANGULAR RAPID

FLASHING BEACON (RRFB)

PEDESTRIAN SCRAMBLE ACCESSIBLE PEDESTRIAN

SIGNAL (APS)

MIDBLOCK CROSSWALKS PEDESTRIAN HYBRID
BEACON
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

NO RIGHT ON RED
EFFICACY:

COST:

COMPLEXITY
DRAFT
:

ANCE
GNS

RECTANGULAR RAPI ULAR R

FLASHING BEACO
AMBLE

MIDBLOCK CROSSWALKS CK CROS
EFFICACY: EFFIC
COST:

COMPLEXITY PLEXITY:

EFFICACY:

COST:

COMPLEX
T
TY:

FT
RDA
EFFICACY:

COST:

COMPLEXITY
FICACY:

TY: RA D

NO RIGH
R

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
34 BICYCLIST SAFETY

BIKE INTERSECTION

MARKING

SIGNAL DETECTION AND

ACTUATION

BICYCLE SIGNAL BIKE BOX

TWO-STAGE BICYCLE

TURN BOX

GREEN PAVEMENT

PROTECTED BIKEWAYS BUFFERED BIKE LANES

SHARED USE TRAIL &

BICYCLE PATH

PRIORITIZE BIKE LANES

OVER ON-STREET PARKING

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

PROTECTED BIKEWAYS WITH

PLASTIC BOLLARDS

OR SIMILAR
EFFICACY:

COST:

COMPLEXITY:

DRAFTBIKE BOX

GREEN PA

TED BIKEWAYS

SHARED USE TRAIL

BICYCLE PATH
MPLEXIT MPLEXITY:

T
EFFICACY:

COST:

COMPLEXITY CO :

FT

RA EFFICA
CO
CACY:

COST:

COMPLEXITY:

RDEFFICACY:

COST:

R
OMPLED

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
35 SPEED MANAGEMENT

VEHICLE SPEED

FEEDBACK SIGN

REDUCED SPEED SCHOOL
ZONE

AUTOMATED SPEED

ENFORCEMENT

SPEED CUSHIONS, SPEED

HUMPS AND SPEED TABLES

CHOKERS, CHICANES,

BULB OUTS, SPLITTER

ISLANDS, AND

ROUNDABOUTS

TURN CALMING PROGRAM

IMPPROVE HIGH

FRICTION SURFACE

TREATMENT

CONVERT SIGNAL TO MAST
ARM
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

SPEED LIMIT REDUCTION
- AB 43
EFFICACY:

COST:

COMPLEXITY:

AUTOMATED SPEED

ENFORCEMENT
(WHERE PERMITTED)

DRAFTSPEED CUSHIONS, S SPEED CU

HUMPS AND SPEED TA S AND

TURN CA

MPPROVE HIGH ROVE HIGH

FRICTION SURFACE N SURFAC

TREATMENT
XITY
TY:

RAEFF
EFFICACY:

COST:

COMPLEXITY CO :

FT
DR
EFFICACY:

COST:

COMPLEXITY:

DRA

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
36 OPERATIONS AND SIGNAL TIMING

ADAPTIVE PEDESTRIAN

SIGNAL TIMING

SIGNAL DETECTION &

ACTUATION PEDESTRIAN

COUNTDOWN SIGNAL
HEAD

LEADING PEDESTRIAN

INTERVALS

MODIFIED INTERSECTION

STOP-CONTROL

PROTECTED LEFT TURN
SIGNAL

ADVANCED DILEMMA

ZONE DETECTION

SIGNAL SYNC SLOW

GREEN WAVE

SIGNAL TIMING AND

PHASING IMPROVEMENTS

FLASHING YELLOW

RIGHT TURN SIGNAL

HYBRID LEFT TURN SIGNAL
EFFICACY:

COST:

COMPLEXITY: EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY: DRAFTMODIFIED INTERSECTIO D INTE N

STOP-CONTROL
ADVAN
ZON

AL SYNC SLOW

EEN WAVE EN WA

FLASHING YELLOW G YE

RIGHT TURN SIGN RN S
CACY:

COST:

COMPLEXITY COMPLEXIT :

EFFICACY: E
COST:

COMPLEXITY:TF DRA
EFFICACY:

COST:

COMPLEXITY COMPLEXIT :

DREFFICACY:

COST:

COMPLEXIT
RD

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
37 SIGNAGE AND MARKING

BACK-PLATES WITH

RETROREFLECTIVE

BORDERS

PEDESTRIAN PADDLE
SIGNS

EDGE LINE PARKING RESTRICTION AT

INTERSECTION
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

ENFORCEMENT

HIGH VISIBILITY

ENFORCEMENT

EDUCATIONAL INITIATIVES

OVER CITATIONS

TRAFFIC SAFETY

DIVERSION PROGRAM

RED LIGHT VIOLATION

CAMERAS
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

CONVERT SIGNAL TO MAST
ARM
EFFICACY:

COST:

COMPLEXITY:

PARKING RESTRICTION RESTR A

INTERSECTION
ACY:

ST:

COMPLEXITY COMPL :

EFFICACY: EF
COST:

COMPLEXITY:

TF
EN

HIGH VISIBILITY

ENFORCEMENT ENFORCEMEN
EFFICACY:

OST: DP
MAST
XITY:

RA

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
38 SIGNAGE AND MARKING

BACK-PLATES WITH

RETROREFLECTIVE

BORDERS

PEDESTRIAN PADDLE
SIGNS

EDGE LINE PARKING RESTRICTION AT

INTERSECTION
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

TRANSIT SAFETY

TRANSIT ISLANDS FLOATING TRANSIT STOPS

BUS BULB OUTS YIELD TO BUSSES - ORDINANCES

TRANSIT STOP PLACEMENT
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY: DRAFTBUSS
EMENT
T
MPLEXI
FTCO
C

RA TRAFT

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
39 EDUCATION AND PUBLIC AWARENESS

EDUCATIONAL

CAMPAIGN

RAPID RESPONSE SAFETY

COMMUNICATION

PROTOCOL

SAFE ROUTES TO

SCHOOL PROGRAM

SAFE ROUTES PROGRAMS

COMMUNITY

PARTNERSHIP

SHARE THE ROAD

AWARENESS PROGRAM

VISION ZERO TRAINING
MANUAL

ALCOHOL USE DISORDER
(AUD) ASSESSMENT &

TREATMENT PROGRAMS
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

NEIGHBORHOOD TRAFFIC

CALMING PROGRAM (NTCP)

ACTIVE TRANSPORTATION
PLAN

COMPLETE STREETS POLICY
EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST:

COMPLEXITY:

EFFICACY:

COST: DRAFT
COMPLEXITY:

SAFE ROUTES PROGR SAFE ROUT

SHARE TH
AWAR

ON ZERO TRAINING
MANUAL
MPLEXITY:

T
EFFICACY:

COST:

COMPLEXITY C :

FTE
EFFICACY: EFFICA
COST:

COMPLEXITY
ST:

EXITY:

RA DRHO

CALMING PR
EFFICACY:

OST:

DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
40 7KH &LW\ RI &XSHUWLQR KDV LGHQWLÀHG WKH WRS
QLQHFROOLVLRQSURÀOHVWKDWHPSKDVL]HWKHWUHQGV
observed in crashes resulting in people being
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.6,
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are developed through the analysis of collision
data and relevant environmental factors.
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considered a priority concern. Accompanying
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drawn from the previous section that is most
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context.
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Summarized in Figure 14 and Figure 15, the
subsequent pages identify the nine collision
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7KH FROOLVLRQ SURÀOHV HQFRPSDVV GLYHUVH
collision attributes, such as speeding vehicles
or red light violations (as documented in the
collision reports), alongside contextual factors
like the collision’s location on a corridor, at an
intersection, or in proximity to a school, park,
or transit stop. Notably, individual collisions
FRXOGDOLJQZLWKPXOWLSOHSURÀOHV7RLOOXVWUDWH
a collision might simultaneously fall under
both a speed-related incident and involve a
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COLLISION PROFILES
DRAFT H
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ch as s ch as
ons (as docum ons (as
), alongside context ), alongsi
on’s location on a corrido on’s location o
on, or in proximity to a school, on, or in proximity to nsit stop nsit sto . Notably, individual coll ndividu
OGDOLJQ OGDOLJ ZLWKPXOWLSOHSURÀOHV7R PXOWLSOHSURÀOHV7R a collision might simultaneously collision might simultaneously both a speed-related incident th a speed-re
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DATA-DRIVEN APPROACH

CUPERTINO VISION ZERO ACTION PLAN
41 )LJXUH
&ROOLVLRQ3URÀOH6WDWV
D

CUPERTINO VISION ZERO ACTION PLAN
42 PROFILE 1

PEDESTRIAN & BICYCLIST ARE MOST VULNERABLE
PEDESTRIAN REFUGE ISLANDS Provide a safe space for pedestrians to pause between traffic EFFICACY:COST:COMPLEXITY:

PROTECTED BIKEWAYSSegregated lanes shielded by flexible posts, parked cars, and planters for safe bicycle travel separate from vehicle traffic.

EFFICACY:COST:COMPLEXITY:

RECTANGULAR RAPID FLASHING BEACON Offers pedestrians and bicyclists a clear path to cross the street more safely.

EFFICACY:COST:COMPLEXITY:

SHARE THE ROAD AWARENESS PROGRAM Create a Share the Road Awareness Program for motorist, bicyclist and pedestrians that is easily accessible.

EFFICACY:COST:COMPLEXITY:

TRAFFIC SAFETY DIVERSION PROGRAM For bicycle and pedestrian traffic violations providing access to safety courses and programs centered on biking and walking EFFICACY:COST:COMPLEXITY:

Pedestrians and bicyclists do not have the protection of a “steel box” as they travel along our roadways. Weather conditions, pavement deficiencies, and lack of safe and useable facilities adds to the risks pedestrians and bicyclists face every day.

MARKED CROSSWALKS Effectively decrease the occurrence of collisions along high risk corridors EFFICACY:COST:COMPLEXITY:

FACTORS

MODES STATS

KSI CRASHES
ń Accounts for 62% (50 collisions)
of all KSI collision
ń 33% (27 collisions) of KSI
collisions involving bicyclists
ń 29% (24 collisions)of KSI
collisions involving pedestrian
ń
50 22% of the Pedestrian collisions occurred due to Pedestrian Violation (crossing outside the crosswalk) ń 5 Pedestrian KSI collisions
occurred as a result of crossing outside designated crosswalk areas ń 50% of pedestrian and bicyclist
KSI collisions occurred on Stevens Canyon Road, Homestead Road and De Anza Boulevard, which are corridors of concern 280
280
280
85 Profile 1: Pedestrian & Bicyclist Are Most Vulnerable

DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

HOMESTEAD

WHEATON
LOREE
ACADIA

PEPPER TREE

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
Pedestrian-Motor KSI CollisionBike-Motor KSI Collision
Automobile KSI Collision
LEGEND
High Injury NetworkMajor RoadsOther RoadsCity of Cupertino Boundary DRAFT

CUPERTINO VISION ZERO ACTION PLAN
44 PROFILE 2

UNSAFE SPEEDS
PROTECTED BIKEWAYSSegregated lanes shielded by flexible posts, parked cars, and planters for safe bicycle travel separate from vehicle traffic.

EFFICACY:COST:COMPLEXITY:

LANE RECONFIGURATIONReapportion the street to reduce excessive speeding and better serve all road users.

EFFICACY:COST:COMPLEXITY:

VEHICLE SPEED FEEDBACK SIGN Radar-based vehicle speed feedback signs promote safer streets by improving drivers' speed compliance through LED displays.

EFFICACY:COST:COMPLEXITY:

SPEED CUSHIONS, HUMP AND TABLE Traffic calming devices that reduce vehicle speeds EFFICACY:COST:COMPLEXITY:

REDUCED SPEED SCHOOL ZONE Reduction in speed limits in school zones reduces vehicular speeds and fatal and injury collisions EFFICACY:COST:COMPLEXITY:

AUTOMATED SPEED ENFORCEMENTAutomated sensors linked to cameras detect red-light running and speeding, resulting in mailed citations to violators.

EFFICACY:COST:COMPLEXITY:

The primary collision factor of "unsafe speed" indicates that one of the parties involved was driving at a speed greater than was reasonable or prudent. Reducing vehicle speed can give drivers additional time to respond to potentially dangerous situations. Lower speeds decrease the severity of injuries by lessening the impact of the crash. The subsequent countermeasures suggest potential strategies for reducing travel speeds on our roads, discourage unsafe driving, and encouraging better compliance with posted speed limits.

FACTORS

MODES STATS

KSI CRASHES
ń Accounts for 10% (8 collisions)
of all KSI
ń 7% (2 collisions) of KSI collisions
involving pedestrian and bicyclists
ń
8 Primary Collision Factor is UNSAFE SPEED
ń 88% of collisions caused by
speeding occurred on arterial streets
)RRWKLOO%OYG 0F&OHOODQ5G
280
280
280
85 3URILOH
8QVDIH6SHHGV

DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

HOMESTEAD

WHEATON
LOREE
ACADIA

PEPPER TREE

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
/(*(1'
High Injury NetworkMajor RoadsOther RoadsCity of Cupertino Boundary Collisions Caused by Unsafe Speeding
Motor-Motor KSI Collision
Bike-Motor KSI CollisionAll KSI Collisions
25 MPH30 MPH35 MPH40 MPH
DRAFT

CUPERTINO VISION ZERO ACTION PLAN
46 PROFILE 3IMPROVE INTERSECTION SAFETY FOR ALL
BIKE INTERSECTION MARKING Emphasizes the priority of cyclists over turning vehicles and enhancing visibility.

EFFICACY:COST:COMPLEXITY:

ADAPTIVE PEDESTRIAN SIGNAL TIMING Sensor detects when pedestrian are present in a crossing and automatically increases crossing time when necessary EFFICACY:COST:COMPLEXITY:

RAISED CROSSWALK Reduce vehicle speeds and enhance the pedestrian crossing environment.

EFFICACY:COST:COMPLEXITY:

Intersections represent the greatest threat to safety due to the number of conflict points and opportunities for travelers to misjudge speeds and gaps to safely turn or cross another person’s travel path. Also, the design and operation of intersections does not always align with the needs of all persons, particularly vulnerable roadway users.

MARKED CROSSWALKS Effectively decrease the occurrence of collisions along high risk corridors EFFICACY:COST:COMPLEXITY:

LANE RECONFIGURATIONReapportion the street to reduce excessive speeding and better serve all road users.

EFFICACY:COST:COMPLEXITY:

ROUNDABOUTS Proven safety countermeasure that reduces speeds and crash potential while better serving all roadway users EFFICACY:COST:COMPLEXITY:

FACTORS

MODES STATS

KSI CRASHES
ń Accounts for 88% (73 collisions)
of all KSI collisions
ń 100% ( 24 collisions ) of KSI
collisions involving pedestrian and 85% (22 collisions) of colliisions involving bicyclists ń
73 88% of KSI collisions occurred within the functional area (250 ft.) of an intersection ń 9 Fatalities occurred within the
functional area of intersections
ń Majority of collisions occurred
due to unsafe speeding, pedestrian violation and
automobile right of way violation
280
280
280
85 85
Profile 3: Improve Intersection Safety for All
Collisions Near Intersections
Motor-Motor KSI Collision
Pedestrian-Motor KSI CollisionBike-Motor KSI Collision
LEGEND
Functional Area of Intersection (250 ft. buffer)
High Injury NetworkMajor RoadsOther RoadsCity of Cupertino Boundary

DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

WHEATON

HOMESTEAD
LOREE
ACADIA

PEPPER TREE

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
Other KSI Collisions
DRAFT

CUPERTINO VISION ZERO ACTION PLAN
48 PROFILE 4PEDESTRIAN CODE VIOLATION Pedestrians can become impatient when their ability to travel safely is impeded by a lack of safe crossings or traffic signals timed for the convenience of motorists and not for all roadway users. Distracted travel while using a hand-held device also increases the risk of mistakes.

MARKED CROSSWALKS Effectively decrease the occurrence of collisions along high risk corridors EFFICACY:COST:COMPLEXITY:

INTERSECTION SAFETY LIGHTING Decreases accidents involving them during nighttime and increases awareness and response time.

EFFICACY:COST:COMPLEXITY:

ADAPTIVE PEDESTRIAN SIGNAL TIMING Sensor detects when pedestrian are present in a crossing and automatically increases crossing time when necessary EFFICACY:COST:COMPLEXITY:

SHARE THE ROAD AWARENESS PROGRAM Create a Share the Road Awareness Program for motorist, bicyclist and pedestrians that is easily accessible.

EFFICACY:COST:COMPLEXITY:

FLASHING YELLOW RIGHT TURN Indicate that drivers may turn after yielding to oncoming traffic. These turns are considered “permissive.” EFFICACY:COST:COMPLEXITY:

MIDBLOCK CROSSWALKS Increases safety by decreasing random and unexpected pedestrian crossings EFFICACY:COST:COMPLEXITY:

FACTORS

MODES STATS

KSI CRASHES
ń Accounts for 10% of all KSI
collisions
ń 33% of KSI involving
pedestrians
ń
8 2 Pedestrian Fatalities occurred due to pedestrian violating traffic code ń At least half of these collisions
occurred as a result of crossing outside designated crosswalk areas. ń 5 Collisions occurred during
hours of darkness on streets illuminated by streetlights. 280
280
85 85
3URILOH
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280
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DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

WHEATON

HOMESTEAD
LOREE

PEPPER TREE
ACADIA

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
Collisions Caused by Pedestrian Code Violation
3HGHVWULDQ0RWRU.6,&ROOLVLRQ
2WKHU.6,&ROOLVLRQV
DRAFT

CUPERTINO VISION ZERO ACTION PLAN
50 PROFILE 5MAJORITY OF BIKE COLLISIONS ARE BROADSIDE COLLISIONS Right turning vehicles cutting off the travel of bicyclists traveling parallel to them results in “right hook” crashes, one of the most common and most dangerous bicyclist crash types.

PROTECTED BIKEWAYSSegregated lanes shielded by flexible posts, parked cars, and planters for safe bicycle travel separate from vehicle traffic.

EFFICACY:COST:COMPLEXITY:

TWO-STAGE BICYCLE TURN BOX Offers bicyclists a multi-stage process to safely and more visibly make a left turn EFFICACY:COST:COMPLEXITY:

BICYCLE SIGNAL Prioritizes bicycle movements at intersections, separating them from conflicting motor vehicles EFFICACY:COST:COMPLEXITY:

TURN CALMING PROGRAM Basic or complete hardened centerlines for left turns and Slow Turn Wedges enforces safe turning practices EFFICACY:COST:COMPLEXITY:

BIKE BOX Safe and visible way to get ahead of queuing traffic during the red signal phase.

EFFICACY:COST:COMPLEXITY:

FLASHING YELLOW RIGHT TURN Indicate that drivers may turn after yielding to oncoming traffic. These turns are considered “permissive.” EFFICACY:COST:COMPLEXITY:

FACTORS

MODES STATS

KSI CRASHES
ń Accounts for 35% (9 collisions)
of all KSI collisions involving bicyclists
ń 11% (9 collisions) of all KSI
collisions
ń
9 1 Bicyclist Fatality occurred due a broadside collision ń 2 out of 9 KSI broadside bicycle
collisions were due to traveling wrong-way
ń 2 out of 9 KSI broadside bicycle
collisions occurred while making a left turn
280
280
280
85 Profile 5: Majority of Bike Collisions Are Broadside Collisions

DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

HOMESTEAD

WHEATON

LOREE PEPPER TREE
ACADIA

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
LEGEND
+LJK,QMXU\1HWZRUN0DMRU5RDGV2WKHU5RDGV&LW\RI&XSHUWLQR%RXQGDU\ Broadside Collisions
%LNH0RWRU.6,&ROOLVLRQ
2WKHU.6,&ROOLVLRQV
DRAFT

CUPERTINO VISION ZERO ACTION PLAN
52 PROFILE 6TEENAGERS BIKING/WALKING NEAR SCHOOL AND PARKS REDUCED SPEED SCHOOL ZONE Reduction in speed limits in school zones reduces vehicular speeds and fatal and injury collisions EFFICACY:COST:COMPLEXITY:

BICYCLE SIGNAL Prioritizes bicycle movements at intersections, separating them from conflicting motor vehicles EFFICACY:COST:COMPLEXITY:

PROTECTED BIKEWAYSSegregated lanes shielded by flexible posts, parked cars, and planters for safe bicycle travel separate from vehicle traffic.

EFFICACY:COST:COMPLEXITY:

HIGH VISIBILITY ENFORCEMENT Concentrate enforcement activities in areas of Cupertino where engineering and educational initiatives have already been implemented.

EFFICACY:COST:COMPLEXITY:

SCHOOL
SAFE ROUTES TO SCHOOL PROGRAM Expand the Cupertino Safe Routes to School Program to include Vision Zero Training material for students, parents and teachers.

EFFICACY:COST:COMPLEXITY:

FLASHING YELLOW RIGHT TURN Indicate that drivers may turn after yielding to oncoming traffic. These turns are considered “permissive.” EFFICACY:COST:COMPLEXITY:

FACTORS

MODES STATS

KSI CRASHES
ń Accounts for 10% (8 collision) of
KSI collisions
ń Unsafe speeding caused 22% (2
collisions) of teen bikingcollisions near schools andparks, with an additional 22% (2collisions) due to automobileROW violations. ń
8 82% (68 collisions) of all KSIcollisions occurred with aquarter mile of a school or apark ń 56% of fatalities (5 collisions)
occurred within a quarter mileradius of schools and parks ń All collisions in this
quarter-mile radius were eitherpedestrian or bicycle related ń At least 8 of these collisions
involved teenagers aged 15-20years.

A lack of bicycle and pedestrian facilities or higher than appropriate vehicle speeds contribute to increased risk in areas where there are concentrations of younger travelers. Additionally, a less emotional and mental maturity as compared to an adult may result in younger people making crossing decisions when it is not safe to do so. 280
85 3URILOH
7HHQDJHUV%LNLQJ:DONLQJ1HDU6FKRRODQG3DUNV

DE ANZA COLLEGE

HOMESTEAD HS

CUPERTINO HS

MONTA VISTA HS

KENNEDY MS

LAWSON MS

HYDE MS

EATON ES

FARIA ES

COLLINS ES

LINCOLN ES

REGNART ES

SEDGWICK ES

GARDEN GATE ES

STEVENS CREEK ES

ST JOSEPH CUPERTINO SCHOOL VILLAGE LITTLE PRESCHOOL

SUTTON SWIM SCHOOL

VILLA MONTESORRI SCHOOL

VALLCO CHILDREN'S DEVELOPMENT

MATH SQUARE

LITTLE PEOPLE CHRISTIAN DAY CARE

GOOD SAMARITAN PRESCHOOL

GROWING TREE LEARNING CENTER

KINDER CARE LEARING CENTER

USF SOUTH BAY REGIONAL CAMPUS

TLC OF CUPERTINO

DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

HOMESTEAD

WHEATON

LOREE PEPPER TREE
ACADIA

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
Collisions Involving Teenagers
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CUPERTINO VISION ZERO ACTION PLAN
54 PROFILE 7DRIVING UNDER INFLUENCE Drinking alcohol or using drugs while driving is a dangerous epidemic. The ability to safely operate a motor vehicle is impaired by alcohol and drugs. Unfortunately, the decision making process to not drive after drinking alcohol or using drugs is also impaired.

ALCOHOL USE DISORDER (AUD) ASSESSMENT & TREATMENT PROGRAMS Long-term, tailored, and specialized treatment programs can serve as an intervention EFFICACY:COST:COMPLEXITY:

HIGH VISIBILITY ENFORCEMENT Concentrate enforcement activities in areas of Cupertino where engineering and educational EDUCATIONAL CAMPAIGN Work together with community organizations to distribute materials to promote EFFICACY:COST:COMPLEXITY:

VEHICLE SPEED FEEDBACK SIGN Radar-based vehicle speed feedback signs promote safer streets by improving drivers' speed compliance through LED displays.

EFFICACY:COST:COMPLEXITY:

EDUCATIONAL INITIATIVES OVER CITATIONS Prioritize educational initiatives while issuing citations during traffic enforcement EFFICACY:COST:COMPLEXITY:
initiatives have already been implemented.

EFFICACY:COST:COMPLEXITY:

FACTORS

MODES STATS

KSI CRASHES
ń Accounts for 5% (4 collisions) of
all KSI collisions
ń All individuals responsible for
the incident fell within the age range of 20 to 29 years ń
4 3% of all collisions in the City of Cupertino
ń Alcohol and drug related KSI
collisions occurred due to hitting fixed objects or were head on collisions. ń All of the collisions occurred
along the roadway
ń Primary collision factor was
either vehicle code violation or falling asleep while driving 280
280
280
85 85
3URILOH
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2WKHU.6,&ROOLVLRQV

DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

WHEATON

HOMESTEAD
LOREE
ACADIA

PEPPER TREE

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
DRAFT

CUPERTINO VISION ZERO ACTION PLAN
56 PROFILE 8BICYCLE COLLISION & AUTOMOBILE ROW VIOLATION Motorists do not always see bicyclists, even when the bicyclists is “doing all the right things”. Reducing vehicular speeds, minimizing conflict points, and providing physical changes to the roadway to promote safer choices can reduce right of way violations.

PROTECTED BIKEWAYSSegregated lanes shielded by flexible posts, parked cars, and planters for safe bicycle travel separate from vehicle traffic.

EFFICACY:COST:COMPLEXITY:

TWO-STAGE BICYCLE TURN BOX Offers bicyclists a multi-stage process to safely and more visibly make a left turn EFFICACY:COST:COMPLEXITY:

ROUNDABOUTS Proven safety countermeasure that reduces speeds and crash potential while better serving all roadway users EFFICACY:COST:COMPLEXITY:

RED LIGHT VIOLATION CAMERASUsed to automate enforcement efforts in RAISED MEDIANS Provides a physical barrier between opposing traffic lanes and restricts illegal turns and helps reduce collisions EFFICACY:COST:COMPLEXITY:
locations where traffic stops violations occur
EFFICACY:COST:COMPLEXITY:

FACTORS

MODES STATS

KSI CRASHES
ń Accounts for 7% (6 collisions) of
all KSI collisions
ń 22% (6 collisions) of KSI
collisions involving bicyclists
ń
6 Half of the collisions occurred due to vehicle intending to turn left or complete a U-turn on a roadway
ń Another half of the collisions
occurred due to running a red light or failing to stop at the limit line 280
280
85 85
Profile 8: Bicycle Collision & Automobile Row Violation 280
LEGEND
+LJK,QMXU\1HWZRUN0DMRU5RDGV2WKHU5RDGV&LW\RI&XSHUWLQR%RXQGDU\ Collisions by Automobile ROW Violation
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2WKHU.6,&ROOLVLRQV

DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

WHEATON

HOMESTEAD
LOREE
ACADIA

PEPPER TREE

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
DRAFT

CUPERTINO VISION ZERO ACTION PLAN
58 PROFILE 9COLLISIONS NEAR TRANSIT STOPS
PROTECTED BIKEWAYS6HJUHJDWHGODQHVVKLHOGHGE\IOH[LEOHSRVWVSDUNHGFDUVDQGSODQWHUVIRUVDIHELF\FOHWUDYHOVHSDUDWHIURPYHKLFOHWUDIILF EFFICACY:COST:COMPLEXITY:

MARKED CROSSWALKS (IIHFWLYHO\GHFUHDVHWKHRFFXUUHQFHRIFROOLVLRQVDORQJKLJKULVNFRUULGRUV EFFICACY:COST:COMPLEXITY:

PEDESTRIAN HYBRID BEACON :DUQDQGFRQWUROWUDIILFDWXQVLJQDOL]HGLQWHUVHFWLRQVZKLOHSURYLGLQJLQVWDQWDQHRXVVHUYLFHZLWKOHVVGHOD\ EFFICACY:COST:COMPLEXITY:

RECTANGULAR RAPID FLASHING BEACON 2IIHUVSHGHVWULDQVDQGELF\FOLVWVDFOHDUSDWKWRFURVVWKHVWUHHWPRUHVDIHO\ EFFICACY:COST:COMPLEXITY:
7KH OD\RXW RI VLGHZDONV DQG WUDQVLW VWRSV LPSDFWV KRZSDVVHQJHUV DQG SHGHVWULDQV SHUFHLYH VDIHW\ ZKLOH DFFHVVLQJWUDQVLW:HOOFRQQHFWHGVLGHZDONVVKRXOGEHDVWDQGDUGIHDWXUHLQDUHDVZLWKUHJXODUWUDQVLWVHUYLFHSUHYHQWLQJWUDYHOHUVIURPQHHGLQJWRZDONRQURDGVWRUHDFKVWRSV7UDQVLWVWRSVVKRXOGEHGHVLJQHGWRPDNHERDUGLQJDQGDOLJKWLQJHDV\DQGVDIHIRUSDVVHQJHUV RI DOO DELOLWLHV 7UDQVLW DJHQFLHV FRXOG FRQVLGHUWUDQVLWLRQLQJWRIDUVLGHEXVVWRSVWRLPSURYHVDIHW\DWVWUHHWFURVVLQJVIRUSHGHVWULDQVDFFHVVLQJWUDQVLWDWHDFKVWRS

FACTORS

MODES STATS

KSI CRASHES
ń 13%RI.6,FROOLVLRQVRFFXU
ZLWKLQIWRIWUDQVLWVWRSV
ń
12 65%RIDOO.6,FROOLVLRQVRFFXUUHGZLWKLQDTXDUWHUPLOHRIDEXVVWRS ń 35%RIDOO.6,FROOLVLRQVZLWKLQ
WKHTXDUWHUPLOHEXIIHUZHUHYHKLFOHSHGHVWULDQFROOLVLRQV ń 67% of fatalities RFFXUUHG
ZLWKLQDTXDUWHUPLOHEXIIHURIDEXVVWRS
ń 2 Collisions LQYROYLQJEXVHV
OHDGWRVHULRXVLQMXULHV
ń 9% RIWKHFROOLVLRQVRFFXUUHG
GXHWRSHGHVWULDQFURVVLQJQRWLQFURVVZDON
ń 15% RIWKHFROOLVLRQVRFFXUUHG
GXHWRVSHHGLQJ
280
280
280
85 85

DE ANZA DE ANZA
PORTAL
BLANEY

JOHNSON

HOMESTEAD

WHEATON
LOREE

SYCAMORE

PEPPER TREE
ACADIA

STELLING
BUBB

FOOTHILL
MILLER

BOLLINGER
WOLFE
TANTAU

STEVENS CREEK

ALCALDE

RIVERSIDE

LINDA VISTA

SANTA TERESA

MC CLELLAN
3URILOH

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Collisions Near Transit Stops
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CHAPTER 3 - ACTION
PLAN

CUPERTINO VISION ZERO ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
61 CITY OF CUPERTINO

ACTION PLAN
Leveraging the comprehensive framework of its Vision Zero Action Plan, the City of Cupertino is strategically positioning itself to synchronize future initiatives, including the Active Transportation Plan, Bicycle Plan, Safe Routes to School Plan and other planning documents. By identifying key corridors as high priority within the Vision Zero framework, Cupertino ensures that these vital thoroughfares serve as focal points for cohesive and synergistic safety enhancements across YDULRXV SODQQLQJ GRFXPHQWV 7KLV DSSURDFK QRW RQO\ VWUHDPOLQHV HරRUWV EXW DOVR PD[LPL]HV resources, enabling the city to address safety concerns systematically and comprehensively. As Cupertino commits to reducing fatalities and severe injuries, Vision Zero emerges as the guiding FRPSDVVVWHHULQJWKHFROOHFWLYHHරRUWVRIPXOWLSOHSODQVWRZDUGVDVKDUHGYLVLRQRIVDIHUVWUHHWV and enhanced mobility for all.

PRIORITY CORRIDORS
The City of Cupertino is focused on prioritizing the following eight corridors along the High Injury Network (HIN):
• Stevens Creek Boulevard
• Homestead Road
• McClellan Road
• De Anza Boulevard
• Stelling Road
• Wolfe Road/Miller Avenue
• Bollinger Road
• Blaney Avenue
7KHIROORZLQJVHFWLRQVGHWDLOWKHFXUUHQWSODQQLQJHරRUWVDQGDGGLWLRQDOUHFRPPHQGDWLRQVWKDW the City could look into for the High Injury Network corridors. While it is essential to acknowledge WKDWDOOVWUHHWVDUHVLJQLÀFDQWWKH&LW\PXVWVWDUWVRPHZKHUHDQGWKHVHSULRULW\FRUULGRUVKDYH EHHQKLVWRULFDOO\NQRZQIRUIUHTXHQWFROOLVLRQVDQGKHDYLO\LQÁXHQFHGE\VWDNHKROGHUDQGSXEOLF feedback regarding safety concerns. These recommended projects were chosen based on the SUHYLRXVO\ FRPSOHWHG FROOLVLRQ DQDO\VLV ZKLFK ZDV XVHG WR GHWHUPLQH FROOLVLRQ SURÀOHV WKDW were found to be leading factors of fatal and severe collisions in Cupertino. The recommended countermeasures are for high-risk intersections and roadway segments along the priority corridors. $OOFRXQWHUPHDVXUHVZHUHLGHQWLÀHGEDVHGRQWKHWHFKQLFDOWHDPV·DVVHVVPHQWRIYLDELOLW\ZKLFK FRQVLVWHGRIH[WHQVLYHDQDO\VLVREVHUYDWLRQVFLW\VWDරLQSXWDQGVWDNHKROGHUFRPPXQLW\LQSXW and are the most applicable and appropriate countermeasures that can make high-injury locations safer. The success of these recommended projects should be evaluated after project completion by the Vision Zero Task Force with respect to the appropriate progress measures outlined in the Action Plan and according to the Task Force work plan.

DRAFTd co
o emerges o eme
VKDUHGYLVLRQRI VKDUHG
e following eight corridors along th ollowing eight cor iller Avenue
Road
ey Avenue ey Aven
ROORZLQJ ROORZL VHFWLRQVGHWDLOWKHFXUU HWDLOWKHFXUU y could look into for the Hig y could look into for the HHWVDUHVLJQLÀFDQWW HHWVDUHVLJQLÀFDQW
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ing safet
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CUPERTINO VISION ZERO ACTION PLAN
62 1 Recommended Project STEVENS CREEK BOULEVARD
The Stevens Creek Boulevard Corridor is a major center for health, education, the tech industry, shopping, and housing, experiencing significant growth in commercial and residential land uses. The boulevard itself is primarily a six-lane divided arterial roadway with auxiliary turn lanes at major intersections, complemented by a Class IV bikeway between Wolfe Road and Tantau Road. The speed limit is 35 mph. From 2012 and 2021, the corridor reported a total of 260 injury collisions, including 16 severe injuries. Unsafe speeding was a common factor leading to these severe injuries, followed by traffic signals and sign violations.

HIGH INJURY INTERSECTIONS 1. Bandley Drive 2. Cupertino Road 3. De Anza Boulevard 4. Blaney Avenue 5. Saich Way 6. Wolfe Road7. Stelling Road

CHARACTERISTICS

CITY OF CUPERTINO - PLANNED PROJECTS
The City of Cupertino has proactively taken measures to prioritize this corridor and has begun several improvements along this high-injury corridor. The 2016 Bicycle Transportation Plan of the City of Cupertino recognizes and prioritizes enhancements required to improve and advocate for safer bicycle transportation within the city. One of the priorities is the need for a separated Class IV bicycle lane along Stevens Creek Boulevard. Phase 1, completed in January 2021 between Wolfe Road and Tantau Avenue, marked a crucial milestone. Moving forward, Phase 2 completed design in winter 2023, covering the segment from Wolfe Road to Mary Avenue. Due to the corridor's length, the project is divided into two phases: Phase 2A, focused on creating a Class IV separated bikeway on both sides of Stevens Creek Boulevard from Wolfe Road to De Anza Boulevard, and Phase 2B, extending the bikeway from De Anza Boulevard to Mary Avenue. Notably, the Stevens Creek Boulevard Class IV Bikeway stands out as a key priority in the overall bicycle transportation plan. The City of Cupertino is also in the design phase for intersection improvements at the northbound State Route 85 on-ramp, which includes elimination of the high speed free right turn lane and providing a protected pedestrian and bicycle crossing on the on-ramp. The City of Cupertino is currently involved in a multi-jurisdictional study to create a shared vision for the future of the Stevens Creek Boulevard Corridor.

Bollinger Rd. & Wunderlich Dr. Intersection
27%
Speed
Related
Collisions
70 Collisions
27%
Broadside
Collisions
71 Collisions
56%
Signalized
Intersections
145
Collisions
18%
Traffic Signal
and Sign
Violation
46 Collisions
260
Injury
Collisions
3757
166
16 KSI Collisions
466
COLLISION STATISTICS (2012 - 2021)

COLLISION TRENDS

RECOMMENDATIONS

STEVENS CREEK BOULEVARD
• Leading Pedestrian Intervals (LPI)• Signal Head and Equipment Upgrades• Improve Signal Timing• Advanced Dilemma Zone for High Speed Approaches
• Convert Pedestal Mounted Signal to
Mast Arm
• Install Raised Pavement Markers and
Striping
• Pedestrian Refuge Islands• No Right Turn on Red • Leading Pedestrian Interval • Increase Size and Reflectivity of Signs • Back-Plates With Retroreflective Borders

INTERSECTION IMPROVEMENTS

SIGNAGE IMPROVEMENTS
OTHER
• Median Fencing • Transit Islands
City of Cupertino - Projects in Concept, Planning, Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino’s website Killed or Severely Injured

STEVENS CREEK

DE ANZA
BLANEY

STELLING
WOLFE

BANDLEY
SAICH

CUPERTINO

STEVENS CREEK
85 LEGEND Motor KSI* Bike KSI* Ped KSI* Non-KSI*
• Class IV Separated Bicycle Facility • Bike Boxes • Bicycle Signal • Bike Detection Systems• Green Pavement Marking in Conflict Zone

BICYCLE SAFETY IMPROVEMENTS
• Dynamic/Variable Speed Warning Signs • Pavement Friction Improvement using High Friction Surface Treatment (HFST)
• Speed Limit Reduction-AB43• Turn Calming Program• Automated Speed Enforcement (where permitted)
• Reduced Speed School Zones

SPEED SAFETY IMPROVEMENTS

ONGOING CITY EFFORTS AND RECOMMENDATIONS
n
n in
DRAF oject is f Stevens f Steve m De Anza m De priority in priority te RAF260 Injury CollisioRA3757166
1 KSFASION STATISTICS (20
RDAFTMotor KSI*
AFT

CUPERTINO VISION ZERO ACTION PLAN
64 2 Recommended Project HOMESTEAD ROAD
Homestead Road is an east-west arterial at the northernmost border of the city. The roadway itself is a four-lane divided and undivided roadway with auxiliary turn lanes at major intersections, complemented by a Class II bikeway on both side. The speed limit is 35 mph. From 2012 to 2021, the corridor documented a total of 107 injury collisions, including 12 KSI collisions, with two of them resulting in fatalities. Prominent factors contributing to these KSI collisions were violations of automobile right-of-way and improper turning, with unsafe speed closely following as another significant contributor.

HIGH INJURY INTERSECTIONS 1. De Anza Boulevard 2. Ontario Dr3. Quail Ave 4. Blue Jay Dr 5. Wolfe Avenue Homestead Road functions as a crucial east-west corridor, with jurisdiction shared with the cities of Sunnyvale and Los Altos. The segment between N. Stelling Road/Hollenbeck Avenue and Grant Road not only serves as a vital regional connection but also functions as a local link for three public schools: West Valley Elementary School, Cupertino Middle School, and Homestead High School. In 2019, the County of Santa Clara, in collaboration with the Cities of Los Altos, Sunnyvale, and Cupertino, along with the Santa Clara Valley Transportation Authority (VTA) and Caltrans, initiated the Homestead Road Safe Routes to School project. The goal was to identify and implement long-term enhancements within the study area to ensure secure access to schools along the corridor. These improvements primarily focus on developing infrastructure that supports multimodal access for individuals of all ages and abilities. The scope included ten intersections along the corridor. The improvements include: 1. Pedestrian Enhancements: Widening sidewalks, closing gaps, modifying on-ramp alignments, installing ADA-compliant ramps, high-visibility crosswalks, and reconfiguring intersections.

2. Bicycle Improvements: Upgrading lanes to separated bikeways, widening and extending shared-use paths, adding bike turns/waiting spaces, and modifying signals for better bicycle detection.

3. Intersection Signalization: Homestead Road and Fallen Leaf Drive intersection will be signalized for improved pedestrian and cyclist crossings.

CHARACTERISTICS

CITY OF CUPERTINO - PLANNED PROJECTS
The project is currently in the preliminary design and environmental clearance phases with field design and construction pending the identification of funding sources. The City has also received the HSIP funding to install High Friction Surface Treatment (HFST) on Homestead road between Fallen Leaf Lane to Wolfe Road.

Bollinger Rd. & Wunderlich Dr. Intersection
COLLISION STATISTICS (2012 - 2021)

COLLISION TRENDS

RECOMMENDATIONS

HOMESTEAD ROAD
• Leading Pedestrian Intervals (LPI)• Signal Head and Equipment Upgrades• Improve Signal Timing• No Right on Red• Reconfiguring Intersections • High Visibility Crosswalk• Signalization of Intersections (Fallen Leaf Dr.) • Advanced Dilemma Zone for High Speed Approaches
• Convert Pedestal Mounted Signal to Mast Arm • Install Raised Pavement Markers and Striping

INTERSECTION IMPROVEMENTS
• Dynamic/Variable Speed Warning Signs • Pavement Friction Improvement using High Friction Surface Treatment (HFST)
• Speed Limit Reduction-AB43• Turn Calming Program• Automated Speed Enforcement (where permitted)
• Reduced Speed School Zones

SPEED SAFETY IMPROVEMENTS
OTHER
• Widening Sidewalks and Closing Gaps • Installing ADA Compliant Ramps 71%
Intersection
Collisions
76 Collisions
33%
Broadside
Collisions
35 Collisions
27%
Automobile
ROW
Violation
29 Collisions
17%
Improper
Turnings
18 Collisions
107
Injury
Collisions
1442
51 12
KSI Collisions
264
• Class IV Separated Bicycle Facility • Bike Boxes • Bicycle Signal • Bike Detection Systems• Green Pavement Marking in Conflict Zone

BICYCLE SAFETY IMPROVEMENTS
City of Cupertino - Projects in Concept, Planning, Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino’s website Killed or Severely Injured * • Increase Size and Reflectivity of Signs • Back-Plates With Retroreflective Borders

SIGNAGE IMPROVEMENTS

HOMESTEAD
WOLFE

DE ANZA

BLUE JAY
QUAIL

ONTARIO
LEGEND Motor KSI* Bike KSI* Ped KSI* Non-KSI*
nstalling nstalling
-use paths, -use pa
proved
AFSION STATISTICS (201
DRAF107 Injury Collisio
RA144251
1 KS

AFTOMEST
TMotor KSI*
AFT

CUPERTINO VISION ZERO ACTION PLAN
66 3 Recommended Project MCCLELLAN ROAD
McClellan Road is an east-west minor collector in central Cupertino that provides access to numerous educational institutions: Lincoln Elementary School, Monta Vista High School, Kennedy Elementary School and De Anza College. The two-lane road features a center turn lane and a Class IV bike lane, providing a physical separation between motor vehicles and bicyclists through curbs and mountable strips. The speed limit is 30 mph. Between 2012 and 2021, the corridor experienced a total of 53 reported injury collisions, including six KSI collisions, with four involving bicyclists. Primary contributors to these KSI collisions were automobile right-of-way violations, improper turning, and unsafe speeding. The City has been actively implementing safety measures, with recent improvements including Class IV bike lanes and a pedestrian scramble at the Bubb Road intersection.

HIGH INJURY INTERSECTIONS 1. September Drive 2. Bonny Drive3. Clubhouse Lane 4. De Anza Boulevard

CHARACTERISTICS

CITY OF CUPERTINO - PLANNED PROJECTS
The McClellan Road Separated Bike Lanes Project aims to enhance safety for students, families, and residents who commute by bike to school and work. The project, implemented in multiple phases, focuses on installing separated/Class IV bike lanes along McClellan Road and Pacifica Drive from Byrne to Torre Avenues. Phase 1, completed in February 2020, established separated bike lanes on McClellan Road from Imperial Avenue to Stelling Road. Phase 2, finished in April 2021, extended separated bike lanes on McClellan Road from Stelling Road to De Aza Boulevard, and on Pacifica Drive from De Anza Boulevard to Torre Avenue. Phase 3 of the McClellan Road Separated Bikeways Project was completed in June 2024. The City also introduced a pedestrian scramble at McClellan Road and Bubb Road in early 2023 to improve safety and reduce congestion. Pedestrians can cross two legs during the WALK phase, while cars cannot turn right on red. During the vehicle green phases, cars can turn right, and pedestrians cannot cross.The City received an HSIP Cycle 11 grant for the implementation of dynamic/variable speed warning signs and High Friction Surface Treatment (HFST) on McClellan Road between Imperial Avenue to Stelling Road.

McClellan Rd. & Bubb Rd. Intersection
COLLISION STATISTICS (2012 - 2021)

COLLISION TRENDS

RECOMMENDATIONS

MCCLELLAN ROAD
• Leading Pedestrian Intervals (LPI)• Signal Head and Equipment Upgrades• Pedestrian Refuge Island • No Right on Red • Increase Size and Reflectivity of Signs • Back-Plates With Retroreflective Borders

INTERSECTION IMPROVEMENTS

SIGNAGE IMPROVEMENTS
• Dynamic/Variable Speed Warning Signs • Pavement Friction Improvement using High Friction Surface Treatment (HFST)
• Speed Limit Reduction-AB43• Turn Calming Program• Automated Speed Enforcement (where permitted)
OTHER
• Consistently monitor the effectiveness of
the implemented safety measures, serving as a model for other comparable streets within the city.

SPEED SAFETY IMPROVEMENTS
• Class IV Separated Bicycle Facility • Bike Boxes • Bicycle Signal • Bike Detection Systems• Green Pavement Marking in Conflict Zone

BICYCLE SAFETY IMPROVEMENTS
25%
Improper
Turning
13 Collisions
25%
Broadside
Collisions
13 Collisions
25%
Automobile
ROW
Violation
13 Collisions
60%
Traffic Signal
and Sign
Violation
32 Collisions
53 Injury
Collisions
524
24 6
KSI Collisions
-42
City of Cupertino - Projects in Concept, Planning, Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino’s website Killed or Severely Injured *

MCCLELLAN

DE ANZA
BONNY

STELLING

CLUB HOUSE

SEPTEMBER
85 LEGEND Motor KSI* Bike KSI* Ped KSI* Non-KSI*
ing
DRAF of the rove safety rove saf right on right on
AFSION STATISTICS (20
DRAF53 Injury Collisio
RA52424 KSFATMotor KSI*
AFT

CUPERTINO VISION ZERO ACTION PLAN
68 4 Recommended Project DE ANZA BOULEVARD
De Anza Boulevard, the primary north-south arterial in Cupertino, is a six-lane divided roadway featuring Class II bicycle facilities on both sides. Lined with commercial and retail land use, the speed limit is 40 mph. From 2012 to 2021, a total of 211 injury collisions were reported, including 11 KSI collisions. Contributing factors to these 11 incidents included violations such as traffic signal violations, pedestrian violations, and pedestrian right-of-way violation.

HIGH INJURY INTERSECTIONS 1. Homestead Road2. Stevens Creek Boulevard 3. Mariani Avenue 4. Rodrigues Avenue 5. 1-280 North Bound Off Ramp 6. Infinite Loop7. Lazaneo Drive8. McClellan Road

CHARACTERISTICS

CITY OF CUPERTINO - PLANNED PROJECTS
The intersection of De Anza at McClellan and Pacifica, is being upgraded as part of Phase 3 of the McClellan Road Separated Bike Lanes Project. Identified as one of the high-injury intersections, the planned changes include: 1. New pedestrian crosswalk across the south leg of the intersection 2. Signal upgrade 3. Adding signal time to facilitate bicycle crossing4. Improving signage and striping 5. Adding concrete buffers at sections approaching the intersections Construction began in January 2024 and is expected to be completes by summer 2024. In the summer of 2024, the city will be adding a striped buffer to provide separation between the Class II bike lanes and the vehicle lanes between Bollinger Road and Homestead Road. The City received the HSIP Cycle 11 grant to implement High Friction Surface Treatment (HFST) on De Anza Boulevard between Pacifica Road to Homestead Road.

DE ANZA

HOMESTEAD

RODRIGUES

STEVENS CREEK

MCCLELLAN

LAZANEO

MARIANI INFINITE LOOP

DE ANZA
COLLISION STATISTICS (2012 - 2021) COLLISION TRENDS

RECOMMENDATIONS

DE ANZA BOULEVARD
• Leading Pedestrian Intervals (LPI)• Signal Head and Equipment Upgrades• Improve Signal Timing• Reconfiguring Intersections • High Visibility Crosswalk• Advanced Dilemma Zone for High Speed Approaches
• Convert Pedestal Mounted Signal to
Mast Arm
• Install Raised Pavement Markers and
Striping
• Pedestrian Refuge Islands• No Right Turn on Red • Leading Pedestrian Interval • Increase Size and Reflectivity of Signs • Back-Plates With Retroreflective Borders

INTERSECTION IMPROVEMENTS

SIGNAGE IMPROVEMENTS
• Dynamic/Variable Speed Warning Signs • Pavement Friction Improvement using High Friction Surface Treatment (HFST)
• Speed Limit Reduction-AB43• Turn Calming Program• Automated Speed Enforcement (where permitted)
OTHER
• Transit Islands • Study Potential Lane Narrowing or
Reduction

SPEED SAFETY IMPROVEMENTS
35%
Speed
Related
Collisions
74 Collisions
71%
Signalized
Intersections
68 Collisions
37%
Rear End
Collisions
79 Collisions
17%
Automobile
ROW
Violation
36 Collisions
211
Injury
Collisions
1937
155
11 KSI Collisions
524
• Class IV Separated Bicycle Facility • Bike Boxes • Bicycle Signal • Bike Detection Systems• Green Pavement Marking in Conflict Zone

BICYCLE SAFETY IMPROVEMENTS
City of Cupertino - Projects in Concept, Planning, Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino’s website Killed or Severely Injured * LEGEND
Motor KSI*Ped KSI*Bike KSI*Non-KSI*
bike
DRAFT on De Anza on De
T

DRAFTNEO AZA L EO

P OOL E T FINI N
NI
LAZAN
FT

CUPERTINO VISION ZERO ACTION PLAN
70 5 Recommended Project STELLING ROAD
Stelling Road functions as a north-south collector, with the segment between Homestead Road and Stevens Creek Blvd. serving as a two-lane and a four-lane major collector, with the southern part transforming into a minor collector, characterized by a two-lane undivided roadway with center turn lanes at major intersections. The corridor has buffered Class II bike lanes on both sides north of McClellan Road, and a combination of buffered and unbuffered south of McClellan Road. The speed limit is 30 mph north of Alves Drive, and 35mph south of Alves Drive. Between 2012 and 2021, a total of 76 injury collisions were reported, including 7 KSI collisions. Key contributors to these KSI incidents were improper turning, pedestrian right-of-way violations, and pedestrian code violations.

HIGH INJURY INTERSECTIONS 1. Pepper Tree Lane 2. Greenleaf Drive3. Hazelbrook Drive 4. Stevens Creek Boulevard

CHARACTERISTICS

CITY OF CUPERTINO - PLANNED PROJECTS
Recognized as among the top three corridors with the most collisions based on the Cupertino Bicycle Transportation Plan (2016), the recommendation suggests transforming the existing bike lanes on Stelling Road into a Class IV separated bikeway. This would involve the reconfiguration of lanes, and, in certain areas, the elimination of medians.The Stelling Road corridor has also received the HSIP (Cycle 11) funding for the installation of dynamic/variable speed warning signs along the corridor between McClellan Road to Prospect Road.

Wolfe Rd. & Greenleaf Dr. Intersection • Leading Pedestrian Intervals (LPI) • Signal Head and Equipment Upgrades• Improve Signal Timing• Free-Right Turn Removal• Reconfiguring Intersections • High Visibility Crosswalk• Pedestrian Refuge Islands• No Right Turn on Red • Leading Pedestrian Interval • Increase Size and Reflectivity of Signs • Back-Plates With Retroreflective Borders

INTERSECTION IMPROVEMENTS

SIGNAGE IMPROVEMENTS
• Class IV Separated Bicycle Facility • Bike Boxes • Bicycle Signal • Bike Detection Systems• Green Pavement Marking in Conflict Zone

BICYCLE SAFETY IMPROVEMENTS
• Dynamic/Variable Speed Warning Signs • Pavement Friction Improvement using High Friction Surface Treatment (HFST)
• Speed Limit Reduction-AB43• Turn Calming Program• Automated Speed Enforcement (where permitted)
• Reduced Speed School Zones

SPEED SAFETY IMPROVEMENTS
LEGEND
Motor KSI*Ped KSI*Bike KSI*Non-KSI*
City of Cupertino - Projects in Concept, Planning, Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino’s website Killed or Severely Injured *

HOMESTEAD

MCCLELLAN

GREENLEAF

STEVENS CREEK

STELLING STELLING STELLING PEPPER TREE HAZELBROOK
DE ANZA85
COLLISION STATISTICS (2012 - 2021) COLLISION TRENDS

RECOMMENDATIONS

STELLING ROAD
25%
Speed
Related
Collisions
19 Collisions
21%
Broadside
Collisions
16 Collisions
25%
Rear End
Collisions
19 Collisions
17%
Improper
Turning
13 Collisions
76 Injury
Collisions
1823
35 7
KSI Collisions
5-2
variable
DR

T AF R D

FT AR DF
R
F RA T
R

FT RA D
T

RA TFRAF D
TF
D
FA R D

T ARFEVENS CREEK EVMCC

TS ENS CREEK S EVENS CREE EV ST
T
FA

STELLING AFTR R E EPP PR TR E EPP ER R
AFEE
FT DRA

CUPERTINO VISION ZERO ACTION PLAN
72 6 Recommended Project WOLFE ROAD/MILLER AVENUE
Wolfe Road and Miller Avenue are a continuous north-south corridor. Wolfe Road serves as a crucial north-south arterial with a four-lane and six-lane divided roadway. It incorporates various safety measures, including green-painted bike lanes and high-visibility crosswalks at some intersections. Miller Avenue is a four-lane divided roadway with no bike lanes and on-street parking in the portion north of Calle de Barcelona, becoming a four-lane undivided roadway with Class II bike lanes and on-street parking to the south of Calle de Barcelona. The speed limit on the corridor is 35 mph. From 2012 to 2021, a total of 108 collisions were reported on this corridor. Among these, 6 collisions were classified as KSI collisions. The leading causes of these fatal and severe injuries were identified as unsafe speeding, driving/riding on the wrong side of the road, improper turning, automobile right-of-way violation, and a DUI.

HIGH INJURY INTERSECTIONSWolfe Road 1. I-280 North Bound Ramp 2. Homestead Road3. I-280 North Bound Off Ramp 4. Stevens Creek Boulevard Miller Avenue1. Bollinger Road 2. Phil Lane

CHARACTERISTICS

CITY OF CUPERTINO - PLANNED PROJECTS
The 2016 Cupertino Bicycle Transportation Plan suggests conducting a study on implementing a buffered bike lane along the Wolfe Road corridor from Homestead Road to Stevens Creek Boulevard. The study advocates for reconfiguring and removing medians to facilitate buffered bike lanes while minimizing lane reduction. The I-280/Wolfe Road Interchange Improvement Project, a collaborative efforts between the Santa Clara Valley Transportation Authority (VTA), the City of Cupertino, and Caltrans, will enhance traffic operations and establish facilities that support various modes of transportation, such as bicycles, pedestrians, and high-occupancy vehicles. This undertaking aims to incorporate off-street bike lanes, on-street painted bike lanes and sidewalks, perpendicular crossings for cyclists and pedestrians at on-ramp and off-ramps, signal improvements, bike sensors, and other safety measures. Additionally, the project entails the installation of new lighting and landscaping, significantly enhancing safety for both bicyclists and pedestrians along the corridor. Construction is anticipated to begin in 2024. The Wolfe Road corridor has been awarded the HSIP (Cycle 11) funding for the installation of High Friction Surface Treatment (HFST) on Wolfe Road between Homestead Road to Bollinger Road and installation of dynamic/variable speed warning signs on Miller Avenue between Bollinger Road and South City Boundary.

WOLFE WOLFE
MILLER
MILLER

HOMESTEAD

STEVENS CREEK

BOLLINGER
LEGEND
Motor KSIPed KSI
Bike KSI
Non-KSI
COLLISION STATISTICS (2012 - 2021) COLLISION TRENDS

WOLFE ROAD AND MILLER AVENUE

RECOMMENDATIONS
42%
Speed
Related
Collisions
49 Collisions
71%
Unsignalized
Intersections
61 Collisions
47%
Rear End
Collisions
56 Collisions
17%
Traffic Signal
and Sign
Violation
15 Collisions
118
Injury
Collisions
613
99 6
KSI* Collisions
-24
• Leading Pedestrian Intervals (LPI)• Signal Head and Equipment Upgrades• Improve Signal Timing• Free-Right Turn Removal• High Visibility Crosswalk• Pedestrian Refuge Islands• No Right Turn on Red • Leading Pedestrian Interval • Increase Size and Reflectivity of Signs • Back-Plates With Retroreflective Borders• Upgrading and Installing Additional Signage for Trap Lanes
• Consider Deliniators for Trap Lanes

INTERSECTION IMPROVEMENTS

SIGNAGE IMPROVEMENTS
• Class IV Separated Bicycle Facility • Bike Boxes • Bicycle Signal • Bike Detection Systems• Green Pavement Marking in Conflict Zone

BICYCLE SAFETY IMPROVEMENTS
• Dynamic/Variable Speed Warning Signs • Pavement Friction Improvement using High Friction Surface Treatment (HFST)
• Speed Limit Reduction-AB43• Turn Calming Program• Automated Speed Enforcement (where permitted)
OTHER
• Consider overhead mast arm with signs
to inform drivers of what lanes they should be in ahead of approaches

SPEED SAFETY IMPROVEMENTS
City of Cupertino - Projects in Concept, Planning, Design or Construction PhaseKilled or Severely Injured * alley
tablish
DRccupancy ccupan sidewalks, sidew ents, bike ents, bi ng and tion AF R
F RAT
RAFT D
TF
WO

AF RE STEV NE
FT

CUPERTINO VISION ZERO ACTION PLAN
74 7 Recommended Project BOLLINGER ROAD
Bollinger Road is a 2.0-mile long east-west major collector that connects Lawrence Expressway and De Anza Boulevard, two major north-south arterials. The road lies along the border of Cupertino and San Jose, with Cupertino to the north and San Jose to the south. The road frontage is primarily residential and is home to four nearby elementary schools, Hyde Middle School, and Cupertino High School. Bollinger Road is a four-lane roadway with two lanes in both the eastbound and westbound directions. The corridor has Class II bike lanes on both sides. On-street parking is available along most of the corridor in both directions. The speed limit on the roadway is 35 mph. There are a total of 42 collisions reported between 2012 and 2021 with 3 KSI collisions reported with 2 fatalities. The primary collision factor being pedestrian code violation and driving under the influence.

HIGH INJURY INTERSECTIONS 1. Miller Avenue 2. Wunderlich Drive 3. Estates Drive

CITY OF CUPERTINO - PLANNED PROJECTS
The Cities of Cupertino and San Jose conducted a safety and operational study of the Bollinger Road Corridor in 2021. This project focused on examining Bollinger Road to identify improvements that will enhance pedestrian, bicycle, motor vehicle, and transit operations and safety. The study proposed two alternatives that reflect different priorities and strategies for improving the corridor. Alternative A involves a road diet, where the road would be reduced to one travel lane in each direction, along with the provision of a center two-way left turn lane. Alternative B maintains the existing lane configuration while implementing spot improvements, primarily at intersections. Some of the proposed improvements include:

1. Class IV Separated Bike Lanes 2. Speed Feedback Signage 3. High-Visibility Pedestrian Crossings 4. Bike Boxes 5. Two-Stage Turn Queue Boxes In 2023 Cupertino was successfully awarded a Safe Streets 4 All grant from the US Department of Transportation, for the purpose of performing a detailed traffic analysis of the corridor and develop conceptual plans to construct these improvements.The City received a HSIP (Cycle 11) grant for the installation of dynamic/variable speed warning signs and High Friction Surface Treatment (HFST) on Bollinger Road between Lawrence Expressway to De Anza Boulevard.

6. Curb Radii and Free-Right Turn Removals7. Leading Pedestrian Intervals (LPI) 8. Rectangular Rapid Flashing Beacons (RRFB)9. Pedestrian Hybrid Beacon (PHB) 10. Transit Islands

CHARACTERISTICS
Bollinger Rd. & Wunderlich Dr. Intersection

BOLLINGER HYDE
MILLER
BLANEY

JOHNSON
LANCER

WUNDERLICH

RIVERSIDE

ESTATES
TANTAU

FARALLONE ARLINGTON BOLLINGER BOLLINGER
LEGEND Motor KSI* Bike KSI* Ped KSI* Non-KSI*
COLLISION STATISTICS (2012 - 2021)

COLLISION TRENDS

RECOMMENDATIONS

BOLLINGER ROAD CORRIDOR
• Leading Pedestrian Intervals (LPI)• Signal Head and Equipment Upgrades• Improve Signal Timing• Curb Radii and Free-Right Turn Removal• Reconfiguring Intersections • High Visibility Crosswalk• Rectangular Rapid Flashing Beacons (RRFB)
• Signalization • Pedestrian Refuge Islands• No Right Turn on Red • Leading Pedestrian Interval

INTERSECTION IMPROVEMENTS
• Increase Size and Reflectivity of Signs • Back-Plates With Retroreflective Borders

SIGNAGE IMPROVEMENTS
• Dynamic/Variable Speed Warning Signs • Pavement Friction Improvement using High Friction Surface Treatment (HFST)
• Speed Limit Reduction-AB43• Turn Calming Program• Automated Speed Enforcement (where permitted)
OTHER
• Transit Islands

SPEED SAFETY IMPROVEMENTS
• Class IV Separated Bicycle Facility • Bike Boxes • Bicycle Signal • Bike Detection Systems• Two-Stage Turn Queue Boxes

BICYCLE SAFETY IMPROVEMENTS
95%
Intersection
Collisions
40 Collisions
43%
Rare End
Collisions
18 Collisions
36%
Speed
Related
Collisions
15 Collisions
57%
Traffic Signal
and Sign
Violation
24 Collisions
42 Injury
Collisions
35 34
3 KSI Collisions
2-1
City of Cupertino - Projects in Concept, Planning, Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino’s website Killed or Severely Injured * e.
y at
DRAF emovals emova (RRFB)
TF A
NC A L
Motor KSI*
AFT SION STATISTICS (20
RAF42 Injury CollisioRA3
5 34
KF

CUPERTINO VISION ZERO ACTION PLAN
76 8 Recommended Project BLANEY AVENUE
Blaney Avenue serves as a north-south major collector. This two-lane undivided roadway includes Class II bike lanes and high-visibility crosswalks at significant intersections. The speed limit on this roadway is 30 mph. From 2012 to 2021, a total of 16 injury collisions were reported on this corridor. Among these, 5 collisions were classified as KSI collisions. The cause of these fatal and severe injury was identified as unsafe speeding and improper turning.

HIGH INJURY INTERSECTIONS 1. Stevens Creek Boulevard 2. Wheaton Drive

CHARACTERISTICS

CITY OF CUPERTINO - PLANNED PROJECTS
The City of Cupertino 2016 Bicycle Implementation Plan recommends converting bike lanes on Blaney Avenue between Homestead Road and Bollinger Road into a Class IV separated bikeway to improve north/south connections. The plan also recommends reconfiguring the Blaney Avenue and Wheaton Drive intersection to enhance bicycle crossings at Wheaton.The Blaney Avenue corridor has been awarded the HSIP (Cycle 11) funding for the installation of dynamic/variable speed warning signs on the corridor between Homestead Road to Bollinger Road.

COLLISION STATISTICS (2012 - 2021) COLLISION TRENDS

RECOMMENDATIONS

BLANEY AVENUE
• Leading Pedestrian Intervals (LPI)• Signal Head and Equipment Upgrades• Improve Signal Timing• Free-Right Turn Removal• High Visibility Crosswalk• Pedestrian Refuge Islands• No Right Turn on Red • Leading Pedestrian Interval • Increase Size and Reflectivity of Signs • Back-Plates With Retroreflective Borders• Upgrading and Installing Additional Signage for Trap Lanes
• Consider Deliniators for Trap Lanes

INTERSECTION IMPROVEMENTS

SIGNAGE IMPROVEMENTS
• Class IV Separated Bicycle Facility • Bike Boxes • Bicycle Signal • Bike Detection Systems• Green Pavement Marking in Conflict Zone

BICYCLE SAFETY IMPROVEMENTS
• Dynamic/Variable Speed Warning Signs• Speed Limit Reduction-AB43• Turn Calming Program• Automated Speed Enforcement (where permitted)
• Reduced Speed School Zone• Speed Cushions, Speed Humps and Tables
OTHER
• Consider overhead mast arm with signs
to inform drivers of what lanes they should be in ahead of approaches

SPEED SAFETY IMPROVEMENTS
38%
Speed
Related
Collisions
6 Collisions
88%
Unsignalized
Intersections
14 Collisions
25%
Rear End
Collisions
4 Collisions
31%
Nightime
Collisions
5 Collisions
16 Injury
Collisions
16 9
5 KSI Collisions
212
City of Cupertino - Projects in Concept, Planning, Design or Construction Phase. Details of the projects and current status can be found on the City of Cupertino’s website Killed or Severely Injured * B

BLANEY BLANEY

BOLLINGER

STEVENS CREEK

BOLLINGER OBLLINGER
LEGEND
Motor KSIPed KSIBike KSINon-KSI

DRAFTSTEVE
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ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
78 In the pursuit of safer streets and enhanced
mobility, the City of Cupertino has undertaken
a series of proactive initiatives aimed at
addressing pressing safety concerns within its
urban landscape. Anchored by the Vision Zero
Action Plan, Cupertino’s Local Road Safety
Plan (LRSP) stands as a cornerstone document,
JXLGLQJ FRPSUHKHQVLYH HරRUWV WR PLWLJDWH
collision risks, prioritize community needs,
and bolster transportation infrastructure.
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FLW\VWDරDQGVDIHW\SDUWQHUV WKH/563VHUYHV
as a dynamic blueprint, facilitating access
to vital grant resources such as the federal
Highway Safety Improvement Program (HSIP)
and the One Bay Area Grant (OBAG). Through
meticulous analysis of collision data and
LGHQWLÀFDWLRQ RI KLJKULVN DUHDV &XSHUWLQR·V
LRSP outlines six targeted safety projects,
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intersections and roadway segments.

Complementing these initiatives are capital
improvement programs slated for the
ÀVFDO \HDU  VKRZFDVLQJ WKH FLW\·V
commitment to sustainable transportation
and infrastructure enhancement. From the
Bollinger Road Corridor Design project,
aimed at optimizing safety and operations
along a critical thoroughfare, to the Stevens
Creek Boulevard Class IV Bikeways, designed
to promote safe cycling infrastructure, each
endeavor aligns with master plan priorities
and community-driven objectives. Moreover,
the Tamien Innu Trail and Carmen Road Bike/
Ped Bridge projects underscore Cupertino’s
dedication to fostering commuter connectivity
and pedestrian-friendly environments.

In tandem with these tangible projects,
Cupertino’s Complete Street Resolution &
Ordinance represents a paradigm shift in
urban planning, emphasizing inclusivity,
accessibility, and environmental sustainability.

By integrating the diverse needs of pedestrians,
cyclists, motorists, and public transit users
into transportation planning, the city’s policy
framework not only enhances safety but also
fosters a healthier, more vibrant community. As
Cupertino continues to prioritize multimodal
transportation and infrastructure development,
it stands poised to realize its vision of safer,
more livable streets for all residents and visitors
alike.

ONGOING/FUTURE SAFETY

INITIATIVES
DRAFT ess
ederal
am (HSIP)
AG). Through
on data and
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eted safety projects, eted safety pr
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oadway segments dway segments.
ng these initiatives are g these initiatives capital
ent programs slated for th ent programs slated
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ptimizing safety ptimizing safety
thoroughf
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otorists, and public transit pub
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Cupertino continues to prioritize upertino continue
transportation sportation and infrastructu a
it stands poised to realize ds pois
more livable streets for a ble stre
alike.

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
79 LOCAL ROAD SAFETY PLAN
The LRSP adopts a proactive approach to addressing safety needs, serving as a comprehensive guidance document that provides LQIRUPDWLRQDQG LGHDV 5HJXODUO\ UHYLHZHG DQG XSGDWHG E\&LW\ VWDර DQGWKHLUVDIHW\SDUWQHUVLWUHÁHFWVHYROYLQJFROOLVLRQWUHQGVFRPPXQLW\ needs, and priorities. Using the LRSP as a guide, the City can readily apply for grant funds such as the federal Highway Safety Improvement Program (HSIP) or the One Bay Area Grant (OBAG). This document DQDO\]HV FROOLVLRQV LQ &XSHUWLQR LGHQWLÀHV KLJKLQMXU\ ORFDWLRQV DQG recommends countermeasures for these high-risk areas. The City of &XSHUWLQR·V/RFDO5RDG6DIHW\3ODQRXWOLQHVVL[VDIHW\SURMHFWVVSHFLÀFDOO\ designed for the most hazardous intersections and roadway segments. • Project 1: Safety at Signalized Intersections - Unsafe Speed and Rear End • Project 2: Safety at Signalized Intersections - Improper Turning, Auto Right-of-Way Violations, and Broadside
• Project 3: Safety at Signalized Intersections - Pedestrian and Bicyclist Safety • Project 4: Safety on Roadway Segments - Unsafe Speed Violations and Rear End • Project 5: Safety on Roadway Segments - Improve Pedestrian and Bicyclist Safety • Project 6: Safety on Roadway Segments - Reduce Nighttime Collisions CAPITAL IMPROVEMENTS PROGRAMS - FISCAL YEAR 2024/25

1. BOLLINGER ROAD CORRIDOR DESIGN:
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Funding has been secured, with a requirement for 20% matching funds, and additional resources are needed for construction. This initiative supports sustainable transportation and aligns with master SODQSULRULWLHVZLWKLQLWLDOWUD඼FVWXGLHVDQGSUHOLPLQDU\GHVLJQVVHWWR EHJLQWKLVÀVFDO\HDUE\WKH3XEOLF:RUNV'HSDUWPHQW
BA
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high-risk areas high-r
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ersections and roadway seg rsections and ro
peed and Rear End peed a
oper Turning, Auto Right-of-Way V
ns - Pedestrian and Bicyclist Safety rian and B
nts - Unsafe Speed Violations and nts - Unsafe Speed Violatio gments - Improve Pedestrian and s - Improve Pedestrian and ay Segments - Reduce Nighttime C y Segments - Reduce Nighttime C

EMENTS PROGRAMS MENTS PROGRAMS - FISCAL Y

1. BOLLINGER BOL ROA
,Q 'HFHPEHU  'HFHP
6DIHW\6WXG\D 6DIHW\6WXG\
the City of
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ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
80 2. STEVENS CREEK BLVD. CLASS IV BIKEWAYS:

The Stevens Creek Boulevard Class IV Bikeway project involves the design and construction of a separated bikeway along Stevens Creek Boulevard, extending from Wolfe Road to SR-85. This initiative includes signal upgrades at Bandley Drive and is partially funded externally. The project budget covers both design and construction, with development in-lieu funding provided. The design for Phase 2A between Wolfe Rd and De Anza Blvd, is complete and will be put out for public bid once additional external funding is secured. This bikeway is a top priority in the 2016 Bicycle Pedestrian Plan highlighting its importance in the city’s infrastructure development goals.

3. TAMIEN INNU TRAIL (OFF-STREET BICYCLE AND PEDESTRIAN FACILITY):
7KH7DPLHQ,QQXSURMHFWLQYROYHVGHVLJQLQJDQGFRQVWUXFWLQJDQRරVWUHHWELF\FOHDQGSHGHVWULDQ facility parallel to the I-280 Highway, extending from Vallco Parkway to the Don Burnett Bridge.

The project is divided into three externally funded segments: East, Central, and West, each aligning with the goals of the 2016 Bicycle Pedestrian Plan and the 2018 Pedestrian Transportation Plan.

The East Segment, from Wolfe Road to Vallco Parkway, awaits Valley Water’s design approval, with the CEQA process completed and the budget covering both design and construction. The Central Segment, from De Anza Boulevard to Wolfe Road, has its design phase paused until the (DVW 6HJPHQW·V GHVLJQ LV ÀQDOL]HG
 LWV EXGJHW LQFOXGHV GHVLJQHQYLURQPHQWDO FOHDUDQFH DQG D portion of construction, with the CEQA process completed. The West Segment, from De Anza %RXOHYDUGWRWKH'RQ%XUQHWW%ULGJHZLOOEHJLQLWVGHVLJQSKDVHDIWHUVLJQLÀFDQWSURJUHVVRQWKH other segments, requiring additional funding post-design completion. Overall, the project aims to enhance commuter connectivity, ensuring a cohesive development approach across all segments.

DRAFTign and ign a
Wolfe Road Wolfe
funded externally funded e . T
ent in-lieu funding provid nt in-lieu fund
is complete and will be put ou is complete and will
his bikeway is a top his bik priority in the priority
the city’s infrastructure developme the city’s infrastructure developm

L (OFF-STREET BICYCLE AND P REET BICYCLE
RMHFWLQYROYHVGHVLJQLQJDQGFRQVW HFWLQYROYHVGHVLJQLQJDQGFRQVW o the I-280 Highway, extending fro -280 Highway, extending fro divided into three externally funde ex
oals of the 2016 Bicycle Pedestria oals of the 2016 Bicycle P st Segment, from Wolfe Road to st Segment, from Wolfe Road t the CEQA process completed an
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ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
81 4. CARMEN ROAD BICYCLE/PEDESTRIAN BRIDGE
The Carmen Road Bike/Ped Bridge project aims to construct a bicycle and pedestrian bridge across Stevens Creek Boulevard at Carmen Road, providing a safer crossing alternative for cyclists DQGSHGHVWULDQV,GHQWLÀHGDVDSULRULW\LQERWK WKH%LF\FOH3HGHVWULDQ3ODQDQG WKH 3HGHVWULDQ 7UDQVSRUWDWLRQ 3ODQ WKLV SURMHFW UHTXLUHV VXEVWDQWLDO VWD඼QJ DQGEXGJHW UHVRXUFHV The design phase is proposed to begin in FY25-26, following the initiation of the Bollinger Road and Stevens Creek Boulevard projects, with the budget covering both design and construction.

5. SAN TOMAS AQUINO/SARATOGA CREEK TRAIL EXTENSION
The San Tomas Aquino/Saratoga Creek Trail Extension project involves a feasibility study to evaluate potential alignments and costs for a bicycle and pedestrian connection to the north end of Lawrence-Mitty Park.

This northern extension aims to connect Sterling Barnhart Park WR 6WHYHQV &UHHN %RXOHYDUG DQG LV LGHQWLÀHG DV D SULRULW\ LQ both the 2016 Bicycle Pedestrian Plan and the 2018 Pedestrian Transportation Plan, as well as “Reach 5” of the 1999 San Tomas Aquino/Saratoga Creek Trail Master Plan. The project enhances sustainable transportation and aligns with master plan priorities.

Requested by the Parks & Recreation Commission and the
Bicycle Pedestrian Commission, the initial feasibility report can be LQLWLDWHGWKLVÀVFDO\HDUE\3XEOLF:RUNVVWDර DRAFT bicycle and pedestria bicycle and safer crossing alternative for c safer crossing altern
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udget covering both design and co get covering both

CREEK TRAIL EXTENSION CREEK TRAIL EXTENSI
eek Trail Extension project involve Trail Extension project inv aluate potential alignments and potential alignments and pedestrian connection to the nort connection to the nor This northern extension aims t extens
WR 6WHYHQV &UHHN %RXOHYDU WR 6WHYHQV &UHHN
both the 2016 Bicycle P h the 2016 Bicyc
Transportation Plan, a ransportation Plan, a
Aquino/Saratoga C
sustainable tran su
Requested Req
Bicycle Pe Bicycle

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ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
82 6. GRADE-SEPARATED CROSSING AT HIGHWAY 85
CROSSING BETWEEN GRAND AVE. AND MARY AVE.

The Grade Separated Crossing Study for Highway 85 Crossing, spanning from Grand Avenue to Mary Avenue, is a recommended project categorized under Tier 1 in the Cupertino Bicycle Transportation Plan. This study aims to explore the feasibility and potential designs for a grade-separated crossing, ensuring safe passage for cyclists and pedestrians across Highway 85. This project addresses crucial connectivity needs and enhances safety for non-motorized transportation users

7. CLASS IV SEPARATED BIKEWAY ON FINCH AVE. BETWEEN PHIL LN. AND STEVENS

CREEK BLVD
The Class IV Separated Bikeway project on Finch Avenue, spanning from Phil Lane to Stevens Creek Boulevard, is a recommended Tier 1 project outlined in the Cupertino Bicycle Transportation Plan. 7KLVLQLWLDWLYHDLPVWRGHVLJQDQGFRQVWUXFWDGHGLFDWHGELNHZD\VHSDUDWHGIURPYHKLFXODUWUD඼F providing a safe and accessible route for cyclists along Finch Avenue. This project addresses the critical need for improved cycling infrastructure and enhances connectivity for cyclists within the community.

COMPLETE STREET RESOLUTION AND ORDINANCES
Cupertino’s Complete Street Policy aligns with state mandates, emphasizing safety, accessibility, and mobility for all road users. Adopted by the City Council, this policy integrates the needs of pedestrians, cyclists, motorists, public transit users, and individuals with disabilities into transportation planning. It promotes reduced vehicle miles traveled and increased walking, cycling, and public transit use, in line with state environmental goals. The policy ensures eligibility for regional funding programs like the One Bay Area Grant (OBAG) and 2016 Measure B, supporting community health, safety, economic vitality, and environmental sustainability. Consistent with Cupertino’s 2015 Mobility Element update, the policy emphasizes multimodal transportation and infrastructure development. DRAFTcro
eeds and eeds a
ers
WEEN PHIL LN. ANDSTEVE
e, spanning from Phil Lane to Steve e, spanning from Phil Lane to Stev d in the Cupertino Bicycle Transpor
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lists along Finch Avenue Finch Ave . This proj
ucture and enhances connectivity f ucture and enhances co

TION AND ORDINANCES ORDINANC
t Policy aligns with state mandate t Policy aligns with state d users. Adoptedby the City Cou he C
ts, motorists, public transit user ts, motorists, public transit u nning. It promotes reduced vehicle
sit use, in line with state environ in line with state environ ding programs like the One Bay A ding programs like th
ty health, safety, economic vitalit ty health, safety, economic tino’s 2015 Mobility Element upda tino’s 2015 Mobility Element upd structure development.

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
83 The implementation of Vision Zero necessitates
a dedicated collaboration between City
departments, the local community, and partner
organizations. The project team has outlined a
set of crucial steps to act as a strategic pathway
towards achieving Vision Zero. Each step is
DVVLJQHGDVSHFLÀFWLPHOLQHDQGDSHUIRUPDQFH
metric to gauge progress.

Short-term actions can be executed within
a two-year timeframe, while medium-term
actions can be completed within a span of two
WR ÀYH \HDUV 7KH PRUH H[WHQVLYH ORQJWHUP
DFWLRQVFDQEHUHDOL]HGZLWKLQDSHULRGRIÀYH
to ten years. Achieving the City’s Vision Zero
goal demands immediate action while allowing
for a practical approach with incremental
improvements over time. The actions outlined
in this plan should undergo ongoing evaluation
DQGUHÀQHPHQWZLWKWKHLUVXFFHVVIXOH[HFXWLRQ
contingent upon the availability of funding.

The implementable actions are organized into
the following four action areas:

1. Vision Zero Program: Strategies
and Assessment

2. Enhancing Street Layout
and Management

3. Cultivating a Positive
Road User Behavior

4. Vulnerable Road Users

ACTION AREAS
VISION ZERO PROGRAMS: STRATEGIES

AND ASSESSMENTS
The City of Cupertino Vision Zero Program
will begin by establishing a framework for
the City’s approach to achieve its Vision Zero
goal. Program initiatives include Vision Zero
promotion, integration of Vision Zero into
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Zero data collection and program evaluation.

A task force is crucial for the success of Vision
Zero, as it fosters essential cross-departmental
collaboration to achieve the program’s goal
RI HOLPLQDWLQJ WUD඼F IDWDOLWLHV DQG VHULRXV
injuries. Vision Zero’s core principle is to break
down silos and unite local stakeholders; A task
force enables this by bringing together key
representatives from all major city functional
divisions. For example, cities like New York, Los
Angeles, Washington D.C., and San Francisco
have established task forces that include
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departments, ensuring comprehensive buy-in
and coordinated action.

In New York City, the Vision Zero task force, led
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pivotal in aligning various agencies towards
common goals, fostering accountability, and
facilitating regular inter-agency meetings
to discuss progress and address challenges.

These task forces not only set shared goals but
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issues, enhancing collaboration and ensuring
that Vision Zero’s objectives are integrated
into everyday departmental operations.

This structured approach, supported by
regular tracking and reporting, ensures that
all stakeholders remain committed and
accountable to the Vision Zero goals, making
the task force an indispensable element in
driving the initiative’s success.

IMPLEMENTABLE ACTIONS
DRAFT ro
wing
emental
ns outlined
ing evaluation
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ability of funding ability of fund .
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for the s for th
essential cross-d essent
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Vision Zero’s core principle is Vision Zero’s core princip to b silos and unite local stakeholders silos and unite local stakehold rce enables this by bringing tog
representatives from all major c epresentatives fro
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Angeles, Washington D s, Wash .C
have established task blishe
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departments, ens epartments, ens
and coordinate
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pivo

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
84 No Safety
Strategy Description Timeline Progress Measure Key Partners City Resources Vision Zero Program Initiative
A.1 Vision Zero
Task Force
Establish an
interdisciplinary
Vision Zero Task
Force responsible
for supervising the
execution of the
plan and facilitating
collaboration
among various City
departments for
project and program
coordination.

Short-Term
Task Force
established
and regular
meetings held
Department of
Public Works,
Community
Development
Department, School
Districts, County
DQG6KHULරDQG
Fire Department,
Bicycle Pedestrian
Commission
Low
A detailed Vision Zero Task Force Work Plan is provided in the ‘Vision Zero Task Force Work Plan’ Chapter of this Report.

A.2
Dedicated and
Permanent
Funding
Identify a sustainable
and dedicated
funding stream for
the execution and
management of
Vision Zero.

Short-Term
Amount
of funding
available for
Vision Zero
City Council, City
0DQDJHU
V2඼FH
Department of
Public Works
Medium to
High
Funding sources listed in the following section of this Chapter.

A.3 Media
Workshop
Develop a workshop
aimed at the
Communications
Department to
improve their
SURÀFLHQF\LQ
communicating
WUD඼FFROOLVLRQDQG
roadway safety
concepts.

Short-Term
Number
of Media
Professionals
Participating
City Manager's
2඼FH Low
Promotion and Integration
A.4 Public
Meetings
Include Vision Zero
as a topic in the
agendas of public,
community group,
stakeholder meetings
and city sponsored
meetings throughout
2023.

Short-Term
Number of
meetings with
Vision Zero on
agenda
City Council,
Neighborhood
Associations,
Department of
Public Works, City
0DQDJHU
V2඼FH
Communications
Low
A.5 Online
Collision Map
Develop an
accessible interactive
online data collection
app and website to
report near misses
and collisions for
residents to report
concerns.

MediumTerm
Number
of website
visitors
Information
Technology
Department, City
0DQDJHU
V2඼FH
Communications,
Department of
Public Works,
Cupertino
Hackathon
DRAFT
Medium
FT A
DRAF
R
FT
DRAFT
en
ts, Coun ts, Cou
6KHULරDQG 6KHULර
ire Department, ire Dep
Bicycle Pedestrian Bicycle Pe
Commission Commission
Force Work Plan’ Chapter of this Report. Force Work Plan’ Chapter of this Rep m
Amount
of funding of fu
available for
Vision Zero sion Zero
City Council, City Cit
0DQDJHU
V2඼FH 0
Department of
Public Works
Chapter.
hop
tions
ent to
ve their
ÀFLHQF\LQ ÀFLHQF\
ommunicating ommu
WUD඼FFROOLVLRQDQG
roadway safety
concepts.

Short-Term
Number
of Media
Profes
Par
d Integration
Public
Meetings Meetings
Include Vision Zero Include Vision Zero
as a topic in the a topic in the
agendas of public, ndas of public,
community grou munit
stakeholder m holde
and city spo city s
meetings eeting
2023

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
85 No Safety
Strategy Description Timeline Progress Measure Key Partners City Resources A.6 Future Plans &
Policy
Integrate Vision Zero
safety principles into
forthcoming City
plans and design
documents.

Continuous
Number of
plans and
policies
incorporating
Vision Zero
Community
Development
Department,
Department of
Public Works
Low
Data Collection & Program Evaluation
Details on Continuous Data Collection and Analysis are listed in the following chapters of this Report.

A.7 Program
Monitoring
Issue a biannual
report to assess
advancements in
alignment with the
objectives of the
Vision Zero Plan.

MediumTerm
Biannual
report
focusing
on plan
metrics and
performance
indicators.

Department of
Public Works Medium
A.8 Monitoring
Speed Limits
Continue monitoring
existing speed limits
on City streets in
accordance with the
changes made by AB
43 to further lower
speeds.

Continuous
(every
street is
checked 7
extendible
to 14 years)
Percent of
roadway
network
designated
as a Safety
Corridor.

Average
speed limit
by functional
FODVVLÀFDWLRQ
Department of
Public Works Medium
A.9
Collision
Report
Training
2රHUWUDLQLQJWR
WKH6KHULර·V2඼FH
with the goal of
enhancing collision
data reporting,
and ensuring the
preservation of
collision details and
site evidence.

Long-Term
Number
RI6KHULරV
trained
6KHULර·V2඼FH Low
A.10
CommunityBased Safety
Reporting
System/Tool
Create an easy to
use, accessible and
digitally secure
public reporting
platform for
community to report
problem areas, near
misses, or any safety
concerns
Continuous
Number of
comments
addressed
Department of
Public Works Low
A.11 Data
Completeness
Enhance data
collection pertaining
to speed, impairment,
cell phone use, and
distraction in KSI
MediumTerm
Proportion
of Collision
records
including this
information
6KHULර·V2඼FH Low
A.12
Bicycle and
Pedestrian
Count Data
Set up periodic
pedestrian and
cyclist counts
at standardized
locations.

MediumTerm
Number
of counts
conducted
Department of
Public Works Medium
DRAFTd
mance
ators.

Department of Departmen
Public Works M
ous
y
eet is
checked 7 chec
extendible
to 14 years)
Percent of Percen
roadway road
network netwo
designated esignated
as a Safety
Corridor.

Average
speed limit spee
by functional by function
FODVVLÀFDWLRQ
Department
Public W
LQLQJWR
HULර·V2඼FH
h the goal of h the g
enhancing collision
data reporting,
and ensuring the nd ensuring the
preservation of servation of
collision details and on deta
site evidence.

Long-Term
Nu
Community- Comm
ased Safety ased Saf
orting
/Tool
Create an easy to
use, accessible and , accessible and
digitally secure ally se
public reporting rep
platform for orm f
communit
problem
miss
c

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
86 No Safety
Strategy Description Timeline Progress Measure Key Partners City Resources High Injury Network Infrastructure
B.1 Priority
Location
Create and obtain
grant funding for the
eight key project sites
LGHQWLÀHGLQWKHSODQ
with an emphasis on
enhancing roadway
designs to enhance
safety.

MediumTerm
Number
of funded
projects
Department of
Public Works High
B.2 List Prioritized
Project
Create a carefully
ranked roster of extra
safety projects
MediumTerm
List of safety
projects in
order of
priority.

Department of
Public Works Medium
A roster of implementable Countermeasures are listed in the Countermeasure Section of this Report.

B.3
Quick Build
Demonstration
Projects
or Tactical
Urbanism
Install quick,
OLJKWÁH[LEOHDQG
adaptable projects
proven to achieve
real tangible
EHQHÀWV7KHVH
demonstrations
could stay in place
LQGHÀQLWHO\RU
PRUH
typically) form the
basis of the design
for a permanent
project to come later.

Short
Number of
locations
that where
quick builds
have been
implemented
Community
Development
Department;
Department of
Public Works
Low
B.4 Low-Cost
Improvements
Implement costHරHFWLYHVDIHW\
enhancements, such
as the installation of
new road markings,
signage, plastic
bollards, drop-in
speed tables and
minor adjustments to
signals.

MediumTerm
Number of
locations
where
enhancements
have been
applied.

Department of
Public Works Medium

ENHANCING STREET LAYOUT AND MANAGEMENT
Cupertino's Vision Zero initiative places a
strong emphasis on prioritizing top-notch
enhancements for the High-Injury Network
(HIN) as the primary approach to achieve the
JRDORIHOLPLQDWLQJWUD඼FIDWDOLWLHVDQGVHYHUH
injuries. Alongside these improvements,
the city will also focus on optimizing signal
operations and implementing more rigorous
design review processes to enhance street
layouts. All street improvements will adhere to
the compatible General Plan Design Guidelines.

DRAFTress
easure
rtners
e
ediumTerm
Number
of funded
projects
Departmen
Public W
arefully
roster of extra roster of extra
ty projects ty proje
MediumTerm
List of safety List of safety
projects in
order of
prior
Countermeasures are listed in the Countermeas Countermeasures are listed in the Countermea Quick Build Quick Bu
Demonstration Demo
Projects Proje
or Tactical or Tacti
banism
Install quick, stall quick,
OLJKWÁH[LEOHDQG ÁH[LEOHDQ
adaptable projects adaptable proj
proven to achieve proven to achieve
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ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
87 No Safety
Strategy Description Timeline Progress Measure Key Partners City Resources B.5 Stakeholder
Engagement
Convene local
stakeholders residing
near high-collision
corridors to gather
their input on project
design.

MediumTerm
Number of
Stakeholder
meetings that
have been
held
Department of
Public Works,
6KHULර·V2඼FHDQG
School Districts
Low
Operations and Technology
B.6 Signal Timing
Updates
Updated signal
timing plans to
enhance safety
for all modes of
transportation,
which may include
adjustments to allred intervals and
pedestrian crossing
times.

Short-Term
Percentage
of signals in
updated.

Department of
Public Works Medium
B.7
Intelligent
Transportation
Systems (ITS)
Integrate Vision Zero
safety principles into
forthcoming City
plans and design
documents.

Long-Term
Incorporation
of Intelligent
Transportation
Systems (ITS)
technologies
to enhance
WUD඼FVDIHW\
Department of
Public Works High
More details on Transportation Technology listed in the Transportation Technology Section of this Report.

Policies and Design
B.8 Design Review
Create an internal
procedure for
evaluating and,
where possible,
implementing
Vision Zero
countermeasures
on projects located
within HIN
Long-Term
Percentage
of public
and private
projects that
integrate
Vision Zero
components.

Community
Development
Department,
Department of
Public Works
Low
B.9 Complete
Streets
When identifying
safety enhancements,
take into account all
individuals using the
road and ensure that
countermeasures
align with the City's
Complete Streets
Policy.

MediumTermReduction in
collisions
Department of
Public Works
DRA
Low
RA D
A
DRAFTls in
ted.

Department of ment of
Public Works Mediu
Long-Term
Incorporation orporation
of Intelligent elligent
Transportation
Systems (ITS)
technologies technolo
to enhance
WUD඼FVDIHW\
Depar
Pub
nology listed in the Transportation Technology S nology listed in the Transportation gn Review
Create an internal
procedure for rocedure for
evaluating and, uating and,
where possible, where possible
implementing
Vision Zero Vision
countermeasures untermeasures
on projects located rojects located
within HIN
Lon
When iden en ide
safety en afety e
take i
ind

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
88 No Safety
Strategy Description Timeline Progress Measure Key Partners City Resources Education and Outreach
C.1 Education
Campaign
Initiate highimpact educational
campaigns targeting
issues like speeding,
distracted driving,
impaired driving,
and other highrisk behaviors.

These campaigns
ZLOOVSHFLÀFDOO\
concentrate on HIN
corridors to maximize
WKHLUHරHFWLYHQHVV
MediumTerm
Number of people
reached and
educated
City Manager's
2඼FH6KHULර·V
2඼FHDQG6FKRRO
District
High
C.2
Speed
Feedback
Signs
Promote the
utilization of speed
feedback signs to
deter speeding.

MediumTerm Number of signs
installed
Department of
Public Works, and
6KHULර·V2඼FH
Medium
C.3 Targeted
Outreach
Discourage impaired
driving by directing
education and
RXWUHDFKHරRUWV
towards locations
in proximity to
alcohol-serving
establishments.

MediumTerm
Number of
establishments
that have been
engaged or
reached through
the outreach
HරRUWV
6KHULර·V2඼FH Medium
Enforcement
7UD૾F(QIRUFHPHQWVWUDWHJLHVDUHGHWDLOHGRXWLQWKH7UD૾F(QIRUFHPHQW6HFWLRQRIWKH$FWLRQ3ODQ C.4 Police
Academy
Incorporate Vision
Zero policies into
the curriculum of the
Police Academy and
ongoing training for
3XEOLF6DIHW\2඼FHUV
LongTerm
Number of
R඼FHUVZKRKDYH
received training
on Vision Zero.
6KHULර·V2඼FH Low

CULTIVATING A POSITIVE ROAD USER BEHAVIOR
The City of Cupertino's Vision Zero initiative
promotes safe travel behaviors through a
FRPELQDWLRQRIRXWUHDFKDQGHGXFDWLRQHරRUWV
enforcement measures, and the provision
of alternatives to driving, especially during
holidays, special events, and late evenings.

This approach recognizes the collective
responsibility for making safe choices and
fostering a culture of safety.

DRAFTs
ure
artners
s
\
e on HIN
s to maximize
HරHFWLYHQHVV HරHFWLY
MediumTerm
Number of people
reached and reached
educated ducated
City Ma
2඼FH
2඼
Promote the romote
utilization of speed zation of speed
feedback signs to ack signs to
deter speeding.

MediumTerm N
argeted argeted
reach
Discourage impaired scourage impaired
driving by directing g by directing
education and
RXWUHDFKHරRUWV HරR
towards locatio loca
in proximity oximity
alcohol-se
establis

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
89 No Safety
Strategy Description Timeline Progress Measure Key Partners City Resources Providing Alternatives to Driving
C.5 Subsidized
Transit
Investigate
possibilities for
extending no-cost or
reduced-rate transit
fares on holidays and
during special events.

MediumTerm
Number of
individuals
utilizing free or
subsidized fares.

VTA, Department
of Public Works Medium
C.6
Incentivize
& Prioritize
Transit Use
Work with Transit
Agencies to expand
and improve transit
networks while
using technology
to optimize transit
schedules and
provide real time
tracking. Ensure
transit stops and
stations are welllit, secure, and
monitored to
improve safety for all
users.

Long
Number of
persons taking
transit (ridership
data)
Department of
Public Works and
VTA
High
C.7 Late-Night
Options
Create a public
awareness campaign
to promote latenight transportation
options, such
as transit, taxis,
rideshare services,
and more, as
alternatives to
impaired driving.

LongTerm
Number of
promotional
initiatives
or activities
organized
City Manager's
2඼FH97$
Rideshare
providers
Medium
C.8 Curbside
Management
Establish curbside
management policies
aimed at promoting
and facilitating
passenger loading.

MediumTerm Adoption of
City policy
Community
Development
Department,
Department of
Public Works DRAFT
Medium
FT
DR
ll
mber of mber of
persons taking ersons
transit (ridership nsit (ridership
data)
Department of De
Public Works and P
VTA
public
eness campaign
promote late- promo
night transportation ight transportation
options, such ions, su
as transit, taxis, nsit, taxis,
rideshare services, rideshare service
and more, as
alternatives to lternativ
impaired driving ired dr .

LongTerm
Num
pr
de
ment
Establish curbsid cur
management
aimed at p ed at p
and facil
passe

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
90 No Safety
Strategy Description Timeline Progress Measure Key Partners City Resources Bicyclist and Pedestrian
D.1 Bicycle
Network
Continue the
development and
enhancement of the
bicycle network in
line with the City of
Cupertino's 2016
Bicycle Transportation
Plan.

Ongoing
Lane miles of
low-stress bicycle
facilities installed
Department of
Public Works High
D.2 Pedestrian
Crossing
Install or enhance
pedestrian crossing
features along the
High-Injury Network
(HIN).

MediumTerm
Number of
upgraded
crossings
Department of
Public Works High
D.3 Turning
Vehicles
Complete projects
that enhance bicycle
and pedestrian
safety with regard to
turning vehicles at
intersections.

Long-Term
Number of
projects that
have been
implemented
Department of
Public Works High
D.4
Develop
and Maintin
an Active
Transportation
Plan
Developing an ATP
will advance Vision
Zero goals by creating
safer, more accessible
infrastructure, thereby
UHGXFLQJWUD඼F
fatalities and serious
injuries.

Long-Term
Reduction in
the number of
pedestrian and
bicycle fatalities
Department of
Public Works High
Children and Seniors
D.5 High-Visibility
Crosswalk
Install high-visibility
crosswalks in
proximity to schools.

MediumTerm
Number of
crosswalks near
schools that have
been designated
as "high visibility."
Department of
Public Works Medium
D.6 Senior
Awareness
Create an educational
campaign targeting
drivers to enhance
safety for pedestrians
aged 60 and above.

MediumTermMonitor collision
data
City Manager's
2඼FH$$53
Library and
Community
Services, Senior
Center
Medium

VULNERABLE ROAD USERS
The strategies of Cupertino Vision Zero
acknowledge that individuals at both ends
of the age spectrum, as well as those who
are biking or walking, are more susceptible
WR VHYHUH WUD඼F LQMXULHV DQG IDWDOLWLHV GXH WR
variations in their reaction time and agility.

T DRAFKe
Lane miles of Lane m
low-stress bicycle low-stress bicycle
facilities installed
Department of
Public Works
twork
MediumTerm
Number of
upgraded upgra
crossings
ete projects
enhance bicycle
nd pedestrian nd pede
safety with regard to
turning vehicles at
intersections ntersections.

Long-Term
Numb
pro
elop
nd Maintin nd Mai
an Active an Ac
Transportation Tran
Plan
Developing an A loping an ATP
will advance Vision will advance Vi
Zero goals by creating Zero goals by crea
safer, more accessible safer, more accessibl
infrastructure, there astructure, there
UHGXFLQJWUD඼F FLQJW
fatalities and s ies a
injuries.
eniors

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
91 No Safety
Strategy Description Timeline Progress Measure Key Partners City Resources D.7
Increasing
investments
in Safe Routes
to School
and maintain
a dedicated
Safe Routes
to School
coordinator
Utilizing the Vision
Zero data on
collisions and priority
corridors to feed into
a comprehensive
citywide Safe Routes
to School plan.

Update Safe Routes
to School maps for
every school by
conducting walk
audits and prioritize
projects on corridors
that link multiple
schools that are also
Vision Zero priorities.

Continuous
Reduction in
number of
collisions around
schools
School
Districts,
Department of
Public Works
High
D.8
Reduce
speeding and
speed limits
around schools
Partnering with other
cities and jurisdictions
to advocate for
state legislation that
would give them the
authority to utilize
automated speed
enforcement (such as
safety cameras) near
school zones.

Continuous
Reduction in
number of
collisions around
schools
Department of
Public Works Low
D.9
2රHU
comprehensive
bicycle and
pedestrian
safety
education to
all children
Engaging elementary,
middle and high
school students in
WUD඼FVDIHW\WKURXJK
Safe Routes to School.

Empowering young
people as leaders
to promote safe
transportation in their
communities. Provide
universal bike skills
training for all middle
school graders in
public school, and
FUHDWHDWUD඼FVDIHW\
curriculum and
mandate its teaching
in all elementary
schools.

Continuous
Number of inperson safety
trainings sessions
conducted
School
Districts,
Department of
Public Works
Medium
'HWDLOVRIWKHVDPHFDQEHIRXQGLQWKH(GXFDWLRQDO3URJUDPV6HFWLRQRIWKH$FWLRQ3ODQLQWKLV5HSRUW D.10
7UD඼F
Education for
Safe Routes to
School
2UJDQL]HWUD඼FVDIHW\
classes for both
students and parents.

MediumTerm
Number of
individuals
reached or
impacted.

School
Districts,
Department of
Public Works
Medium
'HWDLOVRIWKHVDPHFDQEHIRXQGLQWKH(GXFDWLRQDO3URJUDPV6HFWLRQRIWKH$FWLRQ3ODQLQWKLV5HSRUW DRAFTepart
Public W Public
h as
near
.

Continuous Co
Reduction in Reduction in
number of mber of
collisions around ons aro
schools
Depa
Pu
rehensive
ycle and
pedestrian pedest
safety
education to educ
all children all child
ng elementary, ng elementary
dle and high dle and
chool students in
WUD඼FVDIHW\WKURXJK
Safe Routes to School o School.

Empowering young mpowering youn
people as leaders ple as lead
to promote safe to promote saf
transportation in their transportation in t
communities commu . Provide Provid
universal bike skills versal bike skills
training for all mi ng fo
school graders l gr
public schoo ic sch
FUHDWHDW HDWHD
curricu
man
in

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
92 FUNDING AND IMPLEMENTATION
7KH&LW\KDVQXPHURXVDYHQXHVWKURXJKZKLFKLWFDQÀQDQFHDQGFDUU\RXWWKHDFWLRQVOLVWHGEHORZ As an example, the integration of safety improvements into pavement management programs, other transportation capital projects, and new development initiatives is a viable approach. To secure dedicated funding for safety projects, the City may consider seeking support from state or regional sources such as Caltrans and MTC Active Transportation Programs, the Caltrans Highway Safety Improvement Program, the One Bay Area Grant Program, and the Transportation Development Act Article 3 (TDA3) Local Transportation Fund. Additional funding sources include Caltrans Sustainable Transportation Planning Grants, Safe Routes to School (SRTS) Funding, 7UDQVIRUPDWLYH&OLPDWH&RPPXQLWLHV
7&&
3URJUDPDQG&DOLIRUQLD2඼FHRI7UD඼F6DIHW\
276

Grant Program.DRAFTrogr
m, and the m, and
onal funding sou onal fu
tes to School (SRTS) tes to Scho
IRUQLD2඼FHRI7UD඼F6DIHW\ IRUQLD2඼FHRI7UD

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
93 VISION ZERO TASK FORCE

WORK PLAN
7KH9LVLRQ=HUR7DVN)RUFHDLPVWRHOLPLQDWHDOOWUD඼FIDWDOLWLHVDQGVHYHUHLQMXULHVLQ&XSHUWLQR while increasing safe, healthy, and easily accessible mobility for all. This work plan outlines the key actions, responsible parties, timelines, and desired outcomes to achieve these goals.

GOALS
• (OLPLQDWHWUD඼FIDWDOLWLHVDQGVHYHUHLQMXULHV
• Improve safety for vulnerable road users.
• Enhance crash and injury data quality.
• Strengthen local and regional partnerships.

1. ANNUAL TRAFFIC FATALITY AND SEVERE INJURY REPORTING
• Action: Collect, analyze, and report data.
• Outcome: Data-driven decision-making.

2. REVIEW ANNUAL TRAFFIC ENFORCEMENT, CITATIONS FOR TOP 5 KSI CAUSES • Action: Analyze and adjust enforcement strategies.
• Outcome: Targeted enforcement to reduce severe incidents.

3. REACH VULNERABLE ROAD USERS VIA EXISTING EFFORTS
• Action: Integrate safety messages into city programs. • Outcome: Increased safety awareness.

4. COLLABORATE WITH VTA FOR SAFER TRANSIT AREAS
• Action: Conduct safety audits, and implement improvements. • Outcome: Safer transit stops.

DRAFTese

VERE INJURY REPORTING REPO
data.
-making.

AFFIC ENFORCEMENT, CITATIO AFFIC ENFORCEMENT,
d adjust enforcement strategies d adjust enforcement strategie . geted enforcement to reduce seve d enforcement to reduce seve

H VULNERABLE ROAD USERS H VULNERABLE ROAD USE
Action: Integrate safety messages in
come: Increased safety awa come: Increased safety
TE WIT

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
94 5. COORDINATE EDUCATION CAMPAIGNS WITH ENFORCEMENT
• Action: Launch campaigns timed with enforcement blitzes. • 2XWFRPH
,QFUHDVHGSXEOLFFRPSOLDQFHZLWKWUD඼FODZV

6. IMPROVE CRASH AND INJURY DATA QUALITY
• $FWLRQ
8SGDWHGDWDFROOHFWLRQSURWRFROVDQGWUDLQVWDර
• Outcome: Reliable data for safety initiatives.

7. IMPROVE SPEED DATA QUALITY
• Action: Create annual report from speed-monitoring devices and any vehicle speed study reports on key corridors in the City.
• Outcome: Reliable data for speed of vehicles on key corridors.

PERFORMANCE METRICS
• 5HGXFWLRQLQWUD඼FIDWDOLWLHVDQGVHYHUHLQMXULHV
• Number of citations for top 5 KSI causes.
• Safety improvements around transit stops.
• Public awareness levels.
• Quality of crash and injury data.

REPORTING
• Frequency: Annual reports to City Council and public. • 5HYLHZ
$QQXDOUHYLHZPHHWLQJVIRUHරHFWLYHQHVVDGMXVWPHQWV
The Vision Zero Task Force will use collaboration, data-driven strategies, and community engagement to make Cupertino’s streets safer for all. DRAFTdevices and any vehicle speed s devices and any vehicle n key corridors key corridors.

HYHUHLQMXULHV UHLQMXULHV
KSI causes.
und transit stops und transi .
els.
and injury data nd injury data.

NG
equency: Annual reports to City Co equency: Annual reports to City C YLHZ
$QQXDOUHYLHZPHHWLQJV YLHZ
$QQXDOUHYLHZPHH
o Task Fo
ake C

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
95 TRANSPORTATION TECHNOLOGY
The technology related to transportation is evolving rapidly. From smart phone apps to regional infrastructure, the trend of creating “smart cities” extends strongly through this spectrum and into WKHUHDOPRIWUDQVSRUWDWLRQ6RPHEURDGDUHDVDUHRරHUHG

Intersections represent the greatest challenge for vulnerable roadway users. Technology assistance can include:
• Bicycle Detection, Pedestrian Detection
• :D\ÀQGLQJDQG2ULHQWDWLRQDVVLVWDQFHGHYLFHVIRUEOLQGDQGYLVXDOO\LPSDLUHGSHUVRQV • Accessible Pedestrian Signals with custom speech messages (not tones, chirps, percussive VRXQGVHWF
IRUZDONDQGÁDVKLQJGRQ·WZDON
FRXQWGRZQGLVSOD\V
OHDGLQJSHGHVWULDQLQWHUYDOV
(LPIs)
,QWKHHYHQWRIDFUDVKODZHQIRUFHPHQWSHUVRQQHODUHH[SRVHGWRWKHULVNVRIDFWLYHWUD૾F while investigating the crash scene. A fatal crash results in crime scene protocols, which require longer and more detailed investigation, resulting itn even greater exposure to PRYLQJYHKLFXODUWUD૾FKD]DUGV
• Deploy next generation emergency vehicle preemption to reduce response times and increase safety.
• 3URYLGHWHFKQRORJ\DQGWUDLQLQJIRUR඼FHUVWREHWWHUUHFRUGDQGSUHVHUYHFUDVKGHWDLOVDQG site evidence.
• (PSOR\G\QDPLFWUD඼FUHURXWLQJVWUDWHJLHVWRPLQLPL]HH[SRVXUHWRPRYLQJWUD඼F Analysis should not be just reactive to documented crashes. Technology can provide a proactive view.
• Deploy automated speed data collection technology to assess speeding patterns and conduct IUHTXHQWURDGVDIHW\DXGLWVEDVHGRQÀQGLQJV
• Enhance signal system software and equipment to detect red light running and use data for enforcement and engineering.
• ,PSOHPHQW 1HDU0LVV 7UD඼F ,QFLGHQW ,GHQWLÀFDWLRQ 6\VWHPV WKDW PRQLWRU IRU SDWWHUQV DQG frequency of near-miss collisions within signalized intersections.

The City of Cupertino should take a leadership role in changing the characteristics of the vehicles traveling along our streets.
• 5HTXLUHWKDWDOOQHZYHKLFOHVDGGHGWRWKH&LW\ÁHHWEHJLQQLQJLQKDYHWKHODWHVWFUDVK reduction technology such as lane departure warning, forward crash avoidance sensors, school zone approach warnings, and other built-in safety equipment.

DRAFTy
YLVXDOO\LPSDLUHGSHUVR YLVXDOO\LPSD
sages (not tones, chirps, percu sages (not tones, chi
ZQGLVSOD\V
OHDGLQJSHGHVWULDQLQW ZQGLVSOD\V
OHDGLQJSHGHVWU
RQQHODUHH[SRVHGWRWKHULVNVRI QHODUHH[SRVHGW
al crash results in crime scene p results in
stigation, resulting itn even gr stigation, resulting
cy vehicle preemption to reduce hicle preemption to reduce re WUDLQLQJIRUR඼FHUVWREHWWHUUHFR WUDLQLQJIRUR඼FHUVWRE WUD඼FUHURXWLQJVWUDWHJLHVWRPLQL WUD඼FUHURXWLQJVWUDWHJLHVWRPLQ d not be just r be just reactive to docum
ew.
y automated speed data collection y automated speed data co TXHQWURDGVDIHW\DXGLWVEDVHGRQ TXHQWURDGVDIHW\DXGLWVEDVHGR hance signal system software hance signal system sof
cement and engineering cement and engineer
W 1HDU0LVV 7
near-mis

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
96 The City of Cupertino should take a leadership role in changing the characteristics of the vehicles traveling along our streets.
• 5HTXLUHWKDWDOOQHZYHKLFOHVDGGHGWRWKH&LW\ÁHHWEHJLQQLQJLQKDYHWKHODWHVWFUDVK reduction technology such as lane departure warning, forward crash avoidance sensors, school zone approach warnings, and other built-in safety equipment. • Right-size city-owned vehicles by updating vehicle purchasing standards to ensure City phases VPDOOHU YHKLFOHV ZLWK WKH ODWHVW FUDVK UHGXFWLRQ DQG VDIHW\ WHFKQRORJ\ LQWR LWV ÁHHW ZKHUH possible.
• (TXLSDOO&LW\ÁHHWYHKLFOHVZLWKVDIHW\UHODWHGGHYLFHVGHVLJQVDQGWHFKQRORJ\WKDWUHFRUG and report dangerous driving behaviors.

Actively partner with VTA to improve safety for transit patrons:
• Evaluate opportunities to expand existing and/or implement new transit priority treatments. • Implement new transit vehicle engineering principles (such as rear-of-vehicle chevrons, rightside illumination during turns, and lane departure technology) to reduce collisions. • Provide protected crossings for transit patron to cross streets to reach transit stops. Partner for the funding of design, installation, and maintenance of such devices as RRFBs and PHBs. *HWWLQJSHRSOHDQGJRRGVDQGVHUYLFHVWRWKHLUXOWLPDWHGHVWLQDWLRQUHTXLUHVDÀQHJUDLQHG approach in the urban landscape. Automated modes and services have the potential to minimize the risk of mistakes resulting in a safer environment. Technology and actions include:
• Autonomous Vehicles, Micro mobility
• Vehicle-to-Vehicle (V2V) and Vehicle-to Infrastructure (V2I) interconnection and interaction • Working with tech companies and organizations to pioneer autonomous vehicle testing and adoption to improve safety while protecting privacy.
• Enact ordinances and enabling legislation that balance the needs of technology service providers and societal expectations.
• Pursuing vehicle automation and micro mobility adoption as a complement to rather than in replacement of improved public transportation and active transportation, with the goals of reduced VMT and risk of collisions. DRAFTDQGWHFKQRORJ\ DQGWH atrons:
ement new transit priority treatme ement new transit priority t ples (such as rear-of-vehicle chevr
ture technology) to reduce collisio re technology) to
atron to cross streets to reach tra oss street
and maintenance of such devices and maintenance of suc
LFHVWRWKHLUXOWLPDWHGHVWLQDWLRQ WRWKHLUXOWLPDWHGHVWLQDWLR pe. Automated modes and serv mated modes and serv
es resulting in a safer environm
s, Micro mobility s, Micro mobilit
le (V2V) and V e (V2V) and Vehicle-to Infrastruct
th tech companies and organizati ompanies and organizati n to improve safety while protectin n to improve safety wh ct ordinances and enabling legi enabling le
roviders and societal expectation
uing vehicle automation uing vehicle automatio
ment of improved ment of improved
MT and risk o

ACTION PLAN

CUPERTINO VISION ZERO ACTION PLAN
97 EDUCATIONAL PROGRAMS
The establishment of a Vision Zero policy should not be the end of the discussion. Continued community focus requires ongoing education and encouragement. For some, the answer to the question of what Vision Zero means to them personally or collectively requires an ongoing discussion. These suggested events and programs can help to continue the discussion and empower people to put voice to what they may feel or are perceiving as they travel Cupertino’s streets.

SAFE ROUTES TO SCHOOL
Safe Routes to School is a movement that aims to make it safer and easier for students to walk DQGELNHWRVFKRRO7KHÀUVWIHGHUDOO\IXQGHG6DIH5RXWHVWR6FKRROSURJUDPZDVFUHDWHGLQ 6DIH5RXWHVWR6FKRROSURJUDPVKDYHEHQHÀWHGPRUHWKDQVFKRROVLQDOOVWDWHV$QGWKH demand continues to grow, especially low-income communities, communities of color, and rural communities, where it is hard for anyone to safely and conveniently walk, bicycle, or get physical activity. The most successful Safe Routes to School programs incorporate the Six E’s: evaluation, education, encouragement, engineering, engagement, and equity. At the regional and state level, 6DIH 5RXWHV WR 6FKRRO SUDFWLWLRQHUV ZRUN WR ÀQG QHZ IXQGLQJ DQG HQVXUH SURSHU VSHQGLQJ RI existing funding for Safe Routes to School. And at the federal level, the Safe Routes Partnership and its allies maintain a steady voice for policy and funding support in Washington and provide a source of expert help, ideas, and resources for leaders at all levels. 7KH&LW\RI&XSHUWLQRFXUUHQWO\KDVD6DIH5RXWHVWR6FKRROSDUWQHUVKLSEHWZHHQ&LW\VWDරDQG community partners, including: Cupertino Union School District, Fremont Union High School District, Walk-Bike Cupertino, and Silicon Valley Bicycle Coalition. More information can be found at https://www.cupertino.org/our-city/departments/public-works/transportation-mobility/saferoutes-2-school

AMERICANS WITH DISABILITIES ACT ENGAGEMENT
,Q&XSHUWLQR DFFHVVLELOLW\ IRU SHRSOHZLWK GLVDELOLWLHV UHPDLQVD VLJQLÀFDQW FKDOOHQJH 7UDYHOLQJ independently is hindered by various factors like missing sidewalks, damaged routes, and FRQIXVLQJWUD඼FVLJQDOV7KHVHLVVXHVRIWHQFRPSHOLQGLYLGXDOVWRIRUJRLQGHSHQGHQWWUDYHOHQWLUHO\ Collaborations with national organizations like AARP, Lighthouse for the Blind, ADAPT, and others present opportunities to partner with communities, share expertise, and enhance awareness.

Events that simulate disabilities, such as blindfolded experiences or wheelchair navigation along EXV\VWUHHWVRරHULQYDOXDEOHSHUVSHFWLYHV7KHVHLQLWLDWLYHVIRVWHUXQGHUVWDQGLQJDQGLQFOXVLYLW\E\ allowing participants to grasp the daily obstacles faced by those with disabilities. Similarly, walking with gait restraints provides insight into the needs of individuals with ambulatory disabilities.

Proactively involving marginalized groups in planning and engineering processes is crucial.

Understanding the needs and perceptions of people with disabilities leads to better planning, programming, and design for ADA (Americans with Disabilities Act) improvements.

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98 The introduction of the Public Right of Way Accessibility Guidelines (PROWAG) Final Rule in 6HSWHPEHUPDUNV DVLJQLÀFDQWVWHS,W DLPV WRHQVXUH WKDWSHGHVWULDQ IDFLOLWLHVZLWKLQ WKH SXEOLFULJKWRIZD\DUHDFFHVVLEOHDQGXVDEOHIRUSHRSOHZLWKGLVDELOLWLHV'HVSLWHRQJRLQJHරRUWV pedestrians with disabilities across the United States still encounter substantial challenges due to inaccessible sidewalks, crosswalks, and other pedestrian facilities.

PROWAG introduces two empowering aspects for ADA planning and design practitioners:
,W DOORZV WKH XVH RI DOWHUQDWLYH GHVLJQV SURGXFWV RU WHFKQRORJLHV WKDW RරHU HTXDO RU EHWWHU accessibility than the guidelines’ requirements (R102.1 ADA-Covered Facilities and Equivalent Facilitation).

It mandates compliance with requirements to the maximum extent feasible in cases where existing physical constraints make full compliance technically infeasible (R202.3 Existing Physical Constraints).

Constructive partnerships with ADA advocates and interest groups foster consensus and proactive LPSURYHPHQWV 7KLV FROODERUDWLYH DSSURDFK HQVXUHV WKDW HරRUWV DOLJQZLWK WKH FRQWH[W DQG DUH LPSOHPHQWHGZLWKPXWXDOWUXVWDQGEHOLHILQWKHLUHරHFWLYHQHVV)RUIXUWKHULQIRUPDWLRQUHIHUWR https://www.access-board.gov/prowag/.

WALKING/CYCLING/TRANSIT FIELD DAYS
These events take the form of activities like “Ride Your Bike to Work Day”, “Walk Your Child to School Day”, or “Take the Bus to Work Day”. They encourage people to consider traveling by other modes than driving. What also happens is that the challenges of these other modes become apparent, especially where such travel feels uncomfortable or unsafe. Other events can include community walking or cycling assessments. Led by a knowledgeable and seasoned practitioner, groups walk or cycle around their community and identify DQG GRFXPHQW GHÀFLHQFLHV DQG FKDOOHQJHV RI WKH EXLOW HQYLURQPHQW 7KHVH HYHQWV FDQ UHVXOW LQ ZULWWHQ UHSRUWV DQG SUHVHQWDWLRQV WR RZQLQJ MXULVGLFWLRQV DQG HOHFWHG R඼FLDOV

COMMUNITY WALKING AUDITS
A walk audit is an assessment of the pedestrian safety, accessibility, and comfort of a particular DUHD,QDGGLWLRQWRGRFXPHQWLQJVSHFLÀFLVVXHVDQGHQJDJLQJWKHFRPPXQLW\LQDGYRFDWLQJIRU LPSURYHPHQWVZDONDXGLWVFDQEHPRVWHරHFWLYHZKHQSXEOLFR඼FLDOVDQGFRPPXQLW\PHPEHUV of varying backgrounds, ages and abilities are intentionally invited and welcomed along so they can experience and react to the conditions directly.

The Walk2Connect program of America Walks helps to build a more human and connected world E\ HPSRZHULQJ LQGLYLGXDOV FRPPXQLW\ JURXSV DQG EXVLQHVVHV WR H[SHULHQFH WKH EHQHÀWV RI person-to-person, shoulder-to-shoulder connection – what is called “life at 3 mph.” Rooted in the simple act of walking, Walk2Connect grows the walking movement by inviting communities down pathways toward sustained communal health and stronger community relationships.

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ELD DAYS
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99 Some suggestions for success include:
• SET SOME GOALS - Decide what you want to accomplish
• PICK YOUR PLACE – Choose the route carefully, scout it ahead of time, and make sure everyone will be safe
• GRAB A GEAR – Bring along clipboards, printed guides, and pens, as well as a tape measure and a camera
• BE UNIVERSAL – Before starting, remind everyone to prioritize safety and to imagine a small child or a person with a disability on this walk (a great tool is to bring a stroller to Identify mobility)
• TAKE PAUSE – Stop every few blocks to analyze the conditions, make notes, and take photos • KEEP IT SHORT – Don’t make it too long; a one mile walk audit can easily last an hour with stops for discussion
• CURATE YOUR CREW – Identify participants from the neighborhood and others whom you want to recruit as advocates
• BRING IN LOCAL LEADERS²,QYLWHRQHRUWZRSXEOLFR඼FLDOVVXFKDVSODQQHUVHQJLQHHUVRU City Council members
• USE TOOLS&KRRVHDVSHFLÀFJXLGHVXFKDVWKH$$53:DON$XGLW7RRO.LWDQGVHQGLWWR participants in advance
• CHAT AND ASSESS – At the end, ask everyone to share their “take-aways” More information can be discovered at https://americawalks.org/.

MEDICAL SERVICES PROVIDERS
Communities aiming for Vision Zero policies should partner with local healthcare and emergency VHUYLFHV7KHVHHQWLWLHVZLWQHVVÀUVWKDQGWKHLPSDFWRIWUD඼FLQFLGHQWVDQGKROGYDOXDEOHGDWDVXFK as anonymized emergency room visit records. These records reveal unreported crash locations DQGGHWDLOVWKDWFDQJXLGHFRPPXQLW\HQJDJHPHQWDQGHGXFDWLRQDOLQLWLDWLYHVWRHQKDQFHWUD඼F safety.

For instance, the collaboration between Austin, Texas, and Dell Children’s Hospital showcased the power of such partnerships. Dell Children’s provided GIS-based crash data, including heat maps of motor vehicle, bike, and pedestrian incidents seen in their emergency room. This data uncovered unreported crashes, especially in lower socioeconomic areas and communities of color.

It highlighted incidents involving intoxicated individuals and revealed details like bike helmet usage in cyclist crashes and child seat information in motor vehicle incidents involving children.

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100
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IMPROVING ACCESS TO TRANSIT
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WKH XQGHUVWDQGLQJ DQG QHHG IRU HරHFWLYH SXEOLF WUDQVLW )RU H[DPSOH WKHLU (QKDQFHG0RELOLW\ of Seniors & Individuals with Disabilities - Section 5310 program provides formula funding to states and designated recipients to meet the transportation needs of older adults and people with GLVDELOLWLHVZKHQWKHWUDQVSRUWDWLRQVHUYLFHSURYLGHGLVXQDYDLODEOHLQVX඼FLHQWRULQDSSURSULDWH to meeting these needs. The program aims to improve mobility for older adults and people with disabilities by removing barriers to transportation service and expanding transportation mobility options. More information is available at https://www.transit.dot.gov/.

Another resource is National Alliance of Public Transportation Advocates (NAPTA), a national organization representing grassroots transit coalitions, grassroots transit rider organizations and advocates that support increasing investment in public transportation. Their objectives are:
• To create a diverse, committed, and visible national alliance of local public transit coalitions. • To generate a heightened level of advocacy through constituent visits, calls, e-mails, and letters at necessary and appropriate times in the congressional decision-making process. • To link local transit coalitions with new advocacy tools and resources.

NAPTA supports the Transit-Walkability Collaborative, which consists of national, state-level, and local leaders in the walkability and public transit advocacy movements who recognize the V\QHUJLHVEHWZHHQWKHVHWZRWUDQVSRUWDWLRQPRGHVDQGWKHEHQHÀWVRIFROODERUDWLRQ Learn about NAPTA at https://www.publictransportation.org/napta/.

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TRAFFIC ENFORCEMENT PROGRAMS
7UD඼FUHJXODWLRQVDUHLQSODFHWRHVWDEOLVKDVHQVHRIRUGHUDQGJXDUDQWHHWKHVDIHW\RIDOOLQGLYLGXDOV navigating Cupertino. Promoting compliance with these road rules will enable law enforcement to IRVWHUVHFXUHDQGLQYLWLQJVWUHHWVZLWKLQWKH&LW\7KHVHVXJJHVWHGWUD඼FHQIRUFHPHQWVWUDWHJLHV and programs will help keep the City of Cupertino’s streets safe.

HIGH VISIBILITY ENFORCEMENT
High-visibility enforcement is a multifaceted approach to law enforcement that captures the public’s attention by employing highly visible patrols, such as checkpoints, saturation patrols, or PHVVDJHERDUGV7KH&DOLIRUQLD2඼FHRI7UD඼F6DIHW\
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The Safer Highways Statewide grant aims to reduce the number of KSI collisions involving alcohol.

Lastly, the Regulate Aggressive Driving and Reduce Speed V (RADARS V) grant is targeted at lowering the number of victims killed or injured in crashes caused by factors like speeding, improper turning, driving on the wrong side of the road, or reckless driving.

The fundamental purpose of high-visibility enforcement is to encourage voluntary adherence WR WUD඼F ODZV DQG DFFRUGLQJ WR UHVHDUFK FRQGXFWHG E\ WKH 1DWLRQDO +LJKZD\ 7UD඼F 6DIHW\ $GPLQLVWUDWLRQ
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,PSRUWDQWWRQRWHWKDWWUDGLWLRQDOWUD඼FODZHQIRUFHPHQWPHWKRGVKDYHOHGWRFRQFHUQVRIUDFLDO SURÀOLQJSROLFHYLROHQFH DQG QHJDWLYHLPSDFWVRQFRPPXQLWLHVRIFRORU$FFRUGLQJ WR WKH86 Department of Justice, Black and Hispanic individuals face a higher likelihood of experiencing police force during stops compared to white individuals. In response, cities are transitioning to equity-focused approaches that prioritize safety for all, targeting the most dangerous reckless behaviors while addressing enforcement disparities. This shift involves various strategies, including LPSOHPHQWLQJIDLUHUÀQHVWUXFWXUHVDQGDQDO\]LQJGHPRJUDSKLFGDWDLQWUD඼FFLWDWLRQV 6 Richard, C. M., Magee, K., Bacon-Abdelmoteleb, P., & Brown, J. L. (2018). Countermeasures That Work: A Highway Safety &RXQWHUPHDVXUH*XLGH)RU6WDWH+LJKZD\6DIHW\2඼FHV 1R'27+6
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102

TRAFFIC VIOLATORS SCHOOL
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RED LIGHT VIOLATION CAMERAS
&LWLHVHPSOR\UHGOLJKWFDPHUDVDVDPHDQVRIXSKROGLQJWUD඼FOLJKWUHJXODWLRQVE\LGHQWLI\LQJ and penalizing drivers who disregard them. These cameras operate by capturing multiple images RI PRWRULVWV ZKR GLVREH\ UHG VLJQDOV DW LQWHUVHFWLRQV ,Q FRRUGLQDWLRQ ZLWK WKH WUD඼F VLJQDOV these cameras detect and photograph drivers who fail to come to a halt when the light turns red, subsequently issuing a ticket to the vehicle’s owner through the mail. To gain a comprehensive understanding of red light cameras, it is essential to explore their purpose, the regulations JRYHUQLQJWKHLUXVHDQGGLරHUHQWLDWHWKHPIURPRWKHUW\SHVRIWUD඼FFDPHUDV Red light cameras, which function as automated enforcement systems, are deployed by law HQIRUFHPHQWWRRYHUVHHLQWHUVHFWLRQVHTXLSSHGZLWKWUD඼FVLJQDOV7KHVHFDPHUDVDUHSRVLWLRQHG WR PRQLWRU YHKLFOHV DV WKH\ WUDYHUVH WKHVH LQWHUVHFWLRQV SDUWLFXODUO\ ZKHQ WKH WUD඼F VLJQDO indicates a red light. According to the National Conference of State Legislatures (NCSL), nearly 350 municipalities across the United States employ red light cameras, though as of June 2023, eight states have prohibited their use.
7KHVLJQLÀFDQFHRIUHGOLJKWFDPHUDVLQHQKDQFLQJURDGVDIHW\EHFRPHVHYLGHQWZKHQFRQVLGHULQJ the statistics provided by the Insurance Institute for Highway Safety (IIHS). In 2021, there were 1,109 fatalities and 127,000 injuries resulting from crashes involving red light violations. However, the IIHS also highlights a positive impact, reporting a 21% reduction in fatal red light running crash rates in large cities where red light camera enforcement has been implemented. These cameras play a vital role in curbing dangerous driving behaviors and contributing to the overall safety of road users.

TRAFFIC SAFETY DIVERSION PROGRAM
'HVLJQDWUD඼FVDIHW\GLYHUVLRQSURJUDPVSHFLÀFDOO\IRUELF\FOH DQGSHGHVWULDQWUD඼FYLRODWLRQV with the primary goal of facilitating access to safety courses and programs centered on biking and walking. The program would provide a way for people who bike and walk to remove or reduce a WUD඼FYLRODWLRQÀQHZKLOHDOVROHDUQLQJSHGHVWULDQDQGELF\FOHODZVDQGVDIHZDONLQJDQGULGLQJ skills.

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PUBLICIZED SOBRIETY CHECKPOINTS
6REULHW\FKHFNSRLQWVDUHHVWDEOLVKHGE\ODZHQIRUFHPHQWR඼FHUVWRLQVSHFWYHKLFOHVIRUVLJQVRI driver impairment. These checkpoints can involve either stopping every vehicle passing through RUVWRSSLQJYHKLFOHVDWSUHGHÀQHGLQWHUYDOVVXFKDVHYHU\WKLUGRUWHQWKYHKLFOH7KHIXQGDPHQWDO JRDO RI WKHVH FKHFNSRLQWV LV WR GLVFRXUDJH LQGLYLGXDOV IURP GULYLQJ XQGHU WKH LQÁXHQFH E\ heightening the perceived likelihood of encountering law enforcement and facing arrest. To achieve this objective, it is essential for sobriety checkpoints to be conspicuously positioned, widely advertised, and consistently carried out as an integral component of an ongoing sobriety checkpoint initiative.

HIGH VISIBILITY SATURATION PATROLS
A saturation patrol, which can also be referred to as a blanket patrol or a dedicated DWI patrol, LQYROYHV D VXEVWDQWLDO FRQWLQJHQW RI ODZ HQIRUFHPHQW R඼FHUV /(2V
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within a designated region with the aim of identifying impaired drivers. Typically, these patrols are scheduled for periods and locations where incidents of impaired driving-related crashes frequently transpire. Similar to well-publicized sobriety checkpoint initiatives, the primary objective of widely announced saturation patrol programs is to discourage individuals from driving under WKHLQÁXHQFHE\HOHYDWLQJWKHSHUFHLYHGOLNHOLKRRGRIEHLQJDSSUHKHQGHG7KHUHIRUHLWLVFUXFLDO to extensively promote and regularly carry out saturation patrols as part of an ongoing program dedicated to this purpose. DRAFTf a
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PARTNERSHIP
7KH&LW\RI&XSHUWLQRZLOOUHTXLUHSDUWQHUVKLSVWRLQFUHDVHWKHH඼FDF\RIWKH9LVLRQ=HUR$FWLRQ 3ODQ6HYHUDOVWUDWHJLHVKDYHEHHQLGHQWLÀHGEHORZ$VFRQGLWLRQVDQGVWUDWHJLHVHYROYHWKH strategies and supporting elements will evolve as well. • COLLABORATION WITH NEARBY CITIES
Partner with neighboring cities to advocate and engage with the State Legislature and the Governor to pass legislation enabling the use of speed cameras throughout the State of &DOLIRUQLD7KLVOHJLVODWLYHFKDQJHZLOODOORZ&XSHUWLQRWRHQKDQFHWKHHQIRUFHPHQWRIWUD඼F safety laws through the use of cameras.
• PUBLIC HEALTH AND MEDICAL INSTITUTION
Establish partnerships with local public health organizations, hospitals, and trauma centers to integrate crash data with health outcome information. This data linkage will provide a more comprehensive understanding of the impact of crashes and will support evidence-based solutions in Cupertino's Vision Zero initiatives.
• PRIVATE SECTOR ENGAGEMENT
Collaborate with private sector entities, including businesses heavily reliant on Cupertino's streets, such as delivery companies and transportation network companies (TNCs). This SDUWQHUVKLSZLOOHQVXUHWKDWSULYDWHFRPSDQLHVDFWLYHO\FRQWULEXWHWR9LVLRQ=HURHරRUWVDQG prioritize street safety in their operations.
• ADVOCACY FOR SAFER DELIVERY VEHICLES
Collaboratively pursue local and state regulations that mandate the use of smaller, safer delivery vehicles in urban environments. Cupertino can work with partner cities and organizations to promote the adoption of these regulations where appropriate. • TRAFFIC SAFETY EDUCATION IN SCHOOLS
:RUNZLWKWKH6WDWH'HSDUWPHQWRI(GXFDWLRQWRLQWHJUDWHWUD඼FVDIHW\HGXFDWLRQLQWRVFKRRO curriculums across Cupertino. This initiative aims to educate and raise awareness among students about the importance of safe road behaviors.
• COMMUNITY AND SCHOOL AMBASSADOR PROGRAMS
Launch community and school-based outreach programs in Cupertino. Utilize resources available on Cupertino's Vision Zero website to create materials and activities that increase awareness and engagement in preventing future injury crashes. These programs will involve local communities and schools in promoting road safety within the city. • PARTNER WITH TRANSIT AGENCIES
Forge partnerships with regional transit agencies to implement coordinated safety measures DLPHGDWUHGXFLQJWUD඼FIDWDOLWLHVDQGLQMXULHV%\FROODERUDWLQJZLWKWUDQVLWDJHQFLHV Cupertino can explore strategies such as enhanced driver training programs, implementation of advanced safety technologies in public transit vehicles—including collision avoidance systems and real-time monitoring—and the development of shared safety data systems.

Additionally, joint initiatives can focus on improving infrastructure around transit hubs to enhance pedestrian and cyclist safety.

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nizations, hospitals, and trauma c nizations, hospitals, and traum formation format . This data linkage will is data linkage will act of crashes and will support evid ct of crashes and w es.
ties, including businesses heavily es, including businesses h nies and transportation network and transportation networ YDWHFRPSDQLHVDFWLYHO\FRQWULEXW PSDQLHVDFWLYHO\FRQWULEXW r operations.

ER DELIVERY VEHICLES ER DELIVERY VEHICLE
e local and state regulations that m e local and state regulations environments enviro . Cupertino can work Cupertino can w option of these regulations where ption of these regulations where

SAFETY EDUCATION IN SCHOO DUCATIO
WKWKH6WDWH'HSDUWPHQWRI(GXFDW WKWKH6WDWH'HSDUWPHQ culums across Cupertino. This ini Th
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By working together, Cupertino and transit agencies can create a safer and more integrate transportation system that aligns with Vision Zero principles. %\DGDSWLQJWKHVHVWUDWHJLHVWKH&LW\RI&XSHUWLQRFDQHQKDQFHWKHH඼FDF\RILWV9LVLRQ=HURSODQ fostering a safer and more secure environment for its residents.

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CONTINUOUS DATA COLLECTION

AND ANALYSIS
$FKLHYLQJWKHJRDORIHUDGLFDWLQJWUD඼FIDWDOLWLHVUHTXLUHVDGHHSXQGHUVWDQGLQJRIWKHORFDWLRQV timing, and causes of collisions and injuries leading to deaths, along with a proactive response to the latest incidents and emerging patterns. The city will introduce tools to enhance its comprehension of road safety and embed responsiveness within the system.

1. Annual Collision Analysis and Reporting
Perform and compile an annual collision assessment report, which involves creating FROOLVLRQSURÀOHV DQG FRPSDULVRQ RI YDULRXV WLPH SHULRGV WR HQKDQFH WKH LGHQWLÀFDWLRQ of trends and progress toward Vision Zero. This analysis should incorporate accessible demographic and environmental justice data as well. Periodic updates to the High-Injury Network (HIN) and Action Plan are necessary to align with the progress achieved and to formulate new strategies and countermeasures if the existing actions fail to yield the intended outcomes.

2. Online Dashboard Platform
An online dashboard and analytical tool should be developed to collect and analyze collision data, leveraging technology to better understand core collision factors and surrogate safety measures, including collecting automated speed data and conducting near-miss analysis, identifying hard braking hotspots, and pinpointing hazard/community feedback clusters.

3. High Injury Network Map
In the City of Cupertino, more than 72% of the severe injuries and fatal crashes occur on just seven city streets. The Cupertino Vision Zero Action Plan leverages a decade’s worth of collision data to pinpoint the areas where the most substantial investments in engineering, HGXFDWLRQ DQG HQIRUFHPHQW FDQ \LHOG WKH PRVW VLJQLÀFDQW UHGXFWLRQV LQ IDWDOLWLHV DQG severe injuries. By mapping these high-risk corridors using the most current data, the City can identify critical areas of concern and use up-to-date information to plan and prioritize SURMHFWVHරHFWLYHO\

4. Complete Injury and Fatality Reporting
A considerable portion of pedestrian and cyclist injuries go unrecorded in police statistics, leading to an inadequate depiction of street safety. Collaborating with city partners, the local hospitals and trauma centers can establish a holistic system for the precise, wellcoordinated, and prompt surveillance of injuries and fatalities. This comprehensive approach is essential for prioritizing safety projects, conducting assessments, and delivering accurate reports.

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VISION ZERO AND

GENERAL PLAN UPDATE
Cupertino’s Community Vision 2040, which is also their state-mandated General Plan, broaches the concept of safer streets in two primary sections: Chapter 1 – Introduction and Chapter 5 – Mobility. Yet the language used is not as empowering as that of the tenants of Vision Zero.

Additionally, other chapters which generally would not weigh in on the discussion of Vision Zero should be revised to add their voices to the adoption and integration of Vision Zero into all aspects of the General Plan.

CHAPTER 1 – INTRODUCTION
This chapter presents the now-dated notion that safety and mobility are exclusive and not inclusive topics. The Purpose of Community Vision 2040 states, “Due to the breadth of topics covered in &RPPXQLW\9LVLRQFRQÁLFWVEHWZHHQPXWXDOO\GHVLUDEOHJRDOVDUHLQHYLWDEOH)RULQVWDQFH LQFUHDVHGDXWRPRELOHPRELOLW\PD\FRQÁLFWZLWKDVDIHZDONDEOHFRPPXQLW\µ7KHODVWVHQWHQFH is written with the premise that crashes are inevitable and thus acceptable. It also lends to the QRWLRQWKDWPRELOLW\LVGHÀQHGDVPRYLQJPRWRUYHKLFOHVDWVSHHGZLWKOLWWOHRUQRGHOD\DQGWKDW the needs of motorists have priority over all other roadway users. It is suggested the sentence be removed from future versions of the General Plan.
7KHIRXUWKJXLGLQJSULQFLSOH(QKDQFH0RELOLW\VD\V´(QVXUHWKHH඼FLHQWDQGVDIHPRYHPHQWRI cars, trucks, transit, pedestrians, bicyclists and disabled persons throughout Cupertino in order to fully accommodate Cupertino’s residents, workers, visitors and students of all ages and abilities.” $JDLQH඼FLHQF\LVSODFHGDKHDGRIVDIHW\DQGWKHOLVWLQJRIWKHPRGHVRIWUDYHOKDVYXOQHUDEOH roadway users at the end. If written with Vision Zero as an overarching tenant, it might instead read, ´(QVXUHWKHVDIHDQGH඼FLHQWPRYHPHQWRISHRSOHDQGJRRGVZLWKWKHVSHFLÀFJRDORIHOLPLQDWLQJ all fatal and serious injury crashes by 2040 regardless of age, ability, identity, or mode choice.

Special attention should be given to the needs of vulnerable roadway users such as pedestrians, F\FOLVWVFKLOGUHQDQGWKHHOGHUO\DQGSHRSOHZLWKGLVDELOLWLHVWRWUDYHOVDIHO\DQGH඼FLHQWO\DORQJ DQGDFURVV&XSHUWLQR·VVWUHHWVµ7KH WHUP´H඼FLHQWO\µLVXVHGGHOLEHUDWHO\DVQRQPRWRULVWVDUH susceptible to adverse impacts from weather, lack of shade and shelter, presence of barriers and obstacles, lack of accommodating travel facilities, lack of protected street crossings, presence of PRGHUDWHWRKLJKYROXPHVRIYHKLFXODUWUD඼FWUDYHOLQJDWVSHHGDQGH[FHVVLYHWUDYHOGLVWDQFHV relative to mode and ability.

On the other hand, the seventh guiding principle, Ensure Attractive Community Design, and the eighth guiding principle, Embrace Diversity, both lend themselves to supporting Vision Zero.

Communities are places where people live, work, play, learn, and heal. Community planning and design follows from societal values of environment, economy, equity, and livability. Livability LQFOXGHVPDNLQJSODFHVWKDWÀWWKHQHHGVDQGDVSLUDWLRQVRIUHVLGHQWV7KHGHVLJQRIFRPPXQLWLHV LVLQÁXHQFHGE\WKHGHVLJQRILWVVWUHHWV6WUHHWVWKDWDUHSODQQHGDQGGHVLJQHGVRWKDWWKH\IHHO safe and comfortable, so that they are interesting, and so that they are attractive, will be places where people want to be.

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inevitable and thus acceptable and thus . It
PRWRUYHKLFOHVDWVSHHGZLWKOLWWOH PRWRUYHKLFOHVDWVSHHG er all other roadway users all other roadway users. It is sug It is General Plan ral Plan.

QKDQFH0RELOLW\VD\V´(QVXUHWKH KDQFH0RELOLW\VD\V´(QVXUHWKH ans, bicyclists and disabled person ans, bicyclists and disable rtino’s residents, workers, visitors rtino’s residents, workers, v DFHGDKHDGRIVDIHW\DQGWKHOLVWL DFHGDKHDGRIVDIHW\DQGWKHOL he end. If written with Vision Zero as
HDQGH඼FLHQWPRYHPHQWRISHRSOH FLHQWPRYHPHQWRISHRSOH serious injury crashes by 2040 re serious injury crashe ttention should be given to the ne should be given to
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Such streets, which can be termed as “livable” or “walkable” or “people-centric”, become desirable, ZKLFK WUDQVODWHVLQWRHFRQRPLFEHQHÀWV IRU WKHFRPPXQLW\7KHUHLVHFRQRPLFYDOXHLQTXDOLW\ place making that feels safe and is safe as the design of streets directly impacts the character of the surrounding community. Vision Zero enables this to occur.

CHAPTER 3 – LAND USE AND COMMUNITY DESIGN
7KH LQWURGXFWLRQ WR WKLV FKDSWHU LGHQWLÀHV LWVHOI DV WKH NH\VWRQHRI &RPPXQLW\ 9LVLRQ ,W provides “an overall policy context for future physical change. It deals with the issues of future JURZWK DQG KHOSV GHÀQH WKH GHVLUHG EDODQFH DPRQJ VRFLDO HQYLURQPHQWDO DQG HFRQRPLF considerations, while enhancing quality of life in the community.” Further, this chapter “aspires to … create a vibrant community with inviting streets and public spaces [and] preserved, connected and walkable neighborhoods….” To achieve this requires that streets are perceived to feel safe and be safe. Thus Vision Zero should be included and referenced throughout this chapter.

For example, in the Looking Forward section, the third
guiding principle is Integrating Community Health into
Land Use Planning. The principle directs the integration of “land use and transportation networks to reduce
reliance on auto usage and improving alternative choices for transportation by focusing growth and change in
corridors that support all modes of transit, providing
neighborhoods with easy access to schools, parks and
neighborhood centers.” The citywide goal LU-1 states,
“Create a balanced community with a mix of land uses
that supports thriving businesses, all modes of
transportation, complete neighborhoods and a healthy community.” This goal lends itself well to VXSSRUW9LVLRQ=HURDQGWH[WWRWKDWHරHFWVKRXOGEHLQFOXGHGSDUWLFXODUO\LQ3ROLF\/8 /DQG
Use and Transportation.

The nexus between public health and street safety is well documented. If a street is perceived as being unsafe, then it would not lend itself to travel by modes other than motor vehicles, which reduces physical activity, increases instances of obesity, diabetes, and cardiovascular disease. Air quality is also reduced, resulting in more respiratory illnesses particularly for children and those ZKRKDYHXQGHUO\LQJPHGLFDOFRQGLWLRQV$QLQDELOLW\WRZDONRUF\FOHWRDVWRUHWKDWRරHUVKHDOWK\ choices of foods is also curtailed, further exacerbating obesity and poor dietary habits that lead to long-term health impacts.

CHAPTER 5 – MOBILITY ELEMENT
The purpose for this chapter is to implement strategies that make alternative modes of transportation attractive choices. This will help reduce strain on the automobile network and improve health and quality of life for Cupertino residents and businesses. 0RELOLW\LVGHÀQHGDVWKHVDIHDQGH඼FLHQWPRYHPHQWRISHRSOHDQGJRRGVWKURXJKDWUDQVSRUWDWLRQ system; it is not simply moving cars at speed. Yet, many of our transportation decisions are made with the intent of reducing travel time for motorists, sometimes at the expense of other roadway Figure 16: Midblock Crossing DRAFTQPHQWD
her, this chap her, thi
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between public health and street between public health an nsafe, then it would not lend itse nsafe, then it would not lend i ces physical activity, increases inst
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users. Our streets are designed to a “design speed” that in practice produces vehicular speeds that are above the posted speed limit. A better approach for Vision Zero is to adopt a methodology where an “optimized safe and context-sensitive operating speed for all users” is determined given the context and the expectations of the public. Then, designers can choose geometric design parameters to achieve this speed. As a result, the optimized safe and context-sensitive operating speed for all users is the design speed and is also equal to the speed limit. Speed studies conducted IROORZLQJFRPSOHWLRQRIWKHSURMHFWZRXOGWKHQFRQÀUPWKDWWKHYDVWPDMRULW\RIPRWRULVWVDUHLQ reasonable conformance with these values. This chapter should speak to adopting designs that result in lower speeds; simply lowering the speed limit and conducting targeted enforcement does not result in a sustained change in driver behavior.

Reevaluating the speed limits on major streets in business and residential areas and other stretches LGHQWLÀHGDV´VDIHW\FRUULGRUVµE\DSSO\LQJWKHJXLGHOLQHVRXWOLQHGLQ$%LVDSUXGHQWSODQWR HQKDQFHSXEOLFVDIHW\7KLV DSSURDFK DOORZV IRUFRQWH[WVSHFLÀFVSHHG DGMXVWPHQWVLPSURYLQJ WUD඼FÁRZUHGXFLQJDFFLGHQWVDQGIRVWHULQJFRPPXQLW\OLYDELOLW\%\EDVLQJGHFLVLRQVRQGDWDDQG actual conditions, it ensures that speed limits are reasonable, enforceable, and widely supported, OHDGLQJWRVDIHUDQGPRUHH඼FLHQWURDGZD\V
Another strategy to consider is to design our communities and their streets to be to more of a people-centric scale instead of an auto-centric scale. Typical walkable “blocks” are in the range of 250 to 300 feet in length. Superblocks, where the distance between intersections is far greater than this, curtail walking and cycling and reinforce the need to travel by motor vehicle. As opposed to following a prescriptive numerical based decision process, protected crossings should be installed based on context and the application of engineering judgement geared towards the Vision Zero tenants. It is recommended that future text strongly encourages and supports this approach.

CHAPTER 6 – ENVIRONMENTAL RESOURCES AND SUSTAINABILITY
The topic of environmental resources and sustainability may initially not seem to have a nexus to Vision Zero. However, the introduction states, “… cities need to identify ways to protect and restore natural ecosystems through land use decisions, building designs and resource conservation.

This entails that community guardians and planners apply the principals of sustainability, only achieved by embedding social equity, economic and the environmental considerations throughout the development process, including mobility, infrastructure, water and energy use, buildings, streetscape and landscape, and land use planning.”
Sustainability is planning and designing communities such that present needs are met without compromising the ability to meet future needs. Previously stated was the fact that community planning and design based on a desire to be sustainable follows from societal values of environment, economy, equity and livability. Thus, to plan, design, and construct streets and intersections to be people-centric places contributes to sustainability which can enhance community resiliency. A strategy for “softening” our streets is to incorporate landscaping, streetscaping, rain gardens, and bioswales. Reducing impervious cover, creating microclimates via shade, and capturing previously XQWUHDWHGVWRUPZDWHUUXQRරDQGH[SRVLQJLWWRELRUHPHGLDWLRQDOOFDQEHLQFOXGHGLQJHRPHWULF street features that promote Vision Zero. Language that speaks to this aspect should be included in future versions of this chapter.

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XWOLQHGLQ$%LVDSUXGHQWSO XWOLQHGLQ$%LVDS VSHFLÀFVSHHG DGMXVWPHQWVLPSUR VSHFLÀFVSHHG DGMXVWPHQW W\OLYDELOLW\%\EDVLQJGHFLVLRQVRQG W\OLYDELOLW\%\EDVLQJGHFLVLRQVRQ asonable, enforceable, and widely
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RONMENTAL RESOURCES AND RONMENTAL RESOURCES AN
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CHAPTER 7 – HEALTH AND SAFETY
The introduction to this chapter states that Cupertino “is committed to maintaining a high level of preparedness to protect the community from risks to life, property and the environment associated ZLWKERWKQDWXUDODQGKXPDQFDXVHGGLVDVWHUVDQGKD]DUGVµ<HWLWLVZULWWHQZLWKSROLFHÀUHDQG (06DVWKHWDUJHWDXGLHQFH+HUHWKHPDWHULDOVKRXOGEHH[SDQGHGWRLQFOXGHWUD඼FFUDVKHVDQG the tenants of Vision Zero. As an example, in 1996 the City of Carmel, Indiana adopted the policy WRUHSODFHDOORILWVWUD඼FVLJQDOVZLWKPRGHUQURXQGDERXWV Today, Carmel has over 140 roundabouts. Their crash rate is far lower than neighboring Indianapolis. As a result of not having to respond to vehicle crashes, Carmel made the business GHFLVLRQVHYHUDO\HDUVDJRWRHOLPLQDWHWKHÀUHGHSDUWPHQW·VKHDY\UHVFXHYHKLFOHIURPWKHÁHHW 7KH ÀUHÀJKWHUV DVVLJQHG WR WKDW SLHFH RI HTXLSPHQW ZHUH UHDVVLJQHG WR RWKHU DUHDV RI QHHG &DUPHOVWLOOKDVLQWHUMXULVGLFWLRQDODJUHHPHQWVZLWKQHLJKERULQJÀUHDQGOLIHVDIHW\DJHQFLHV IRU KHDY\UHVFXHVXSSRUWEXWWKHVDYLQJVWRWKHÀUHGHSDUWPHQW·VRSHUDWLQJEXGJHWZDVVLJQLÀFDQW and a testament to the commitment to Vision Zero.

This chapter states, “In the future, more emphasis will be placed on sustainable approaches to FRPPXQLW\KHDOWKDQGVDIHW\LQFOXGLQJFULPHDQGÀUHSUHYHQWLRQWKURXJKGHVLJQLPSURYHGXVH of technology, management of hazardous materials and improved disaster planning.” Vision Zero and the proven safety countermeasures as listed by FHWA should be added to this list. DRAFTower t Carmel mad Carme
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CITY OF CUPERTINO

HOW TO GET INVOLVED
3URPRWLQJWUD඼FVDIHW\DQGUHGXFLQJIDWDOLWLHVDQGVHULRXVLQMXULHVLVDYLWDOJRDOIRUDQ\FRPPXQLW\ DQGLWUHTXLUHVDFROOHFWLYHHරRUWIURPERWKFLW\R඼FLDOVDQGWKHUHVLGHQWV+HUHDUHVRPHZD\VLQ ZKLFKWKHFRPPXQLW\FDQFRQWULEXWHWRDFKLHYLQJWKHVWDWHGJRDORIUHGXFLQJWUD඼FIDWDOLWLHVDQG injuries in the City of Cupertino:

TASK A DRIVING EDUCATION CLASS
Attending a driving education class is crucial for acquiring the knowledge and skills needed to be a responsible and safe driver.

PLEDGE TO NOT TEXT
Take a pledge to not text while driving to eliminate distractions and enhance road safety.

INSTALL ANTI-TEXTING SOFTWARE ON PHONE
Installing anti-texting software on cell phones can help ensure focus remains on the road, preventing dangerous texting and driving.

OBSERVE RULES OF ROAD WHEN DRIVING
$OZD\VREVHUYHWKHUXOHVRIWKHURDGZKHQGULYLQJWRSURPRWHDVDIHUDQGPRUHRUJDQL]HGWUD඼F environment.

BICYCLING ETIQUETTE
:KHQF\FOLQJSUDFWLFHSURSHUELF\FOLQJHWLTXHWWHE\VLJQDOLQJWXUQVREH\LQJWUD඼FVLJQDOVDQG sharing the road courteously with other users.

BE AN ALERT PEDESTRIAN
Be an alert pedestrian by paying attention to surroundings, using designated crosswalks, and making eye contact with drivers before crossing streets.

SAFE ROUTES FOR ALL
Support the development of safe routes for all modes of transportation to encourage alternative means of travel and enhance overall road safety. DRAFTe and ski e and ns and enhance road safety ns and enhance road .
n help ensure focus remains on
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y with other users y with other .

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ian by paying attention to surrou an by paying attention to surro act with drivers before crossing str th drivers before crossing str

ES FOR ALL ES FOR AL
the development of safe routes fo the development of safe rout s of travel and enhance overall roa s of travel and enhance overall ro CHAPTER 4 -

TECHNICAL

APPENDICES

CUPERTINO VISION ZERO ACTION PLAN

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