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From YouTube: Local Road Safety Plan Community Meeting – July 11, 2022
Description
The City of Cupertino is developing a comprehensive Local Road Safety Plan (LRSP) to improve traffic safety for all modes of transportation and for people of all ages and abilities.
The main purpose of the meeting was to introduce the project to the community and to collect feedback. The project details, timeline, collision analysis findings, project online dashboard, map input platform, and next steps were presented/ discussed in the meeting and followed by open discussion.
A
A
The
study
is
called
a
local
roadway
safety
plan
or
lrsp
and
to
assist
in
its
development.
We
contracted
with
tjkm
transportation
consultants,
a
traffic
engineering
firm
with
years
of
experience
in
lrsp
development
tonight
is
our
second
community
meeting
on
the
lrsp
and
here
tonight
to
give
you
more
detail
about
the
project
and
our
progress.
Since
the
first
community
meeting
is
corey
peterson
senior
transportation
planner
with
tj
camp.
B
Great
thanks
david,
let
me
get
my
screen
shared.
B
Okay,
david:
are
you
guys
able
to
see
my
screen?
Yes,
perfect,
all
right
good
evening?
Everyone
thank
you
for
for
joining
us,
and
I
echo
david
sentiments.
I
appreciate
everybody's
valuable
time.
I
know
everybody's
busy,
so
we
appreciate
you
coming
out
and
listening
to
presentation
and
giving
us
feedback.
B
As
david
said,
my
name
is
corey
peterson,
I'm
a
senior
transportation
planner
here
at
tj
camp
and
I
work
on
over
a
dozen
lrcps
and
I'm
currently
helping
out
the
city
of
cupertino
with
theirs.
B
So
just
to
kind
of
give
you
an
overview
of
what
we're
going
to
be
talking
about.
I
will
give
a
quick
update
on
our
project
status
and
talk
about
the
milestones
of
the
lrsp
and
where
we're
at
I'll
do
a
brief
overview
of
the
collision
analysis
findings.
This
was
actually
presented
in
the
first
community
workshop,
but
you
know
just
for
anybody
who
may
not
have
attended
or
just
to
kind
of
give
those
who
did
a
refresher
I'll
go
through
them
at
a
high
level.
B
We'll
talk
about
the
identified
emphasis
areas
for
the
plan
as
well
and
then
start
getting
into
specific
engineering
and
non-engineering
counter
measures
that
we
have
proposed
at
that
time.
I'll
also
talk
about
the
implementation
of
the
plan
and
the
next
steps
and
then
we'll
open
it
up
to
the
to
the
group
for
any
questions
or
comments.
B
So,
first,
just
kind
of
to
give
an
overview.
What
an
lrsp
actually
is.
The
purpose
of
an
lrsp
is
to
reduce
fatalities
and
severe
injury,
severe
injuries
attributed
to
traffic
collisions
on
the
city
of
cupertino's
roadways.
At
intersections.
B
To
do
this,
so
we
identify
and
analyze
we
analyze
a
roadway,
roadway
collision
data,
and
then
we
prioritize
safety
improvements
based
on
this
data
for
the
city's
roads.
Just
an
important
note
is
that
an
lrsp
is
a
required
document
to
be
eligible
for
a
grant
program.
That's
called
the
highway
safety
improvement
program.
This
is
a
federally
funded
program
that
is
administered
through
caltrans
and
provides
hundreds
of
millions
of
dollars
for
traffic
safety
improvements
across
california
as
part
of
the
lrsp.
B
So
here's
a
kind
of
a
flow
chart
that
illustrates
the
process
that
we've
taken
to
develop
this
lrsp.
So
we
first
start
with
a
review
of
cupertino's
transportation
system,
a
review
of
the
planning
documents
that
you
guys
have
as
well
as
doing
some
data
collection
of
collision
data.
We
had
established
project
goals
and
objectives
from
this.
B
We
analyzed
the
collision
trends
for
the
years
shown
here,
2015
to
2019
and
then
from
that
we're
able
to
identify
specific
high
injury
locations
and
these
are
locations
or
intersections
and
mid-block
segments
in
cupertino
that
have
experienced
more
severe
crashes.
At
that
time
we
held
our
first
community
workshop.
B
This
all
culminates
in
the
final
lrsp
report
and,
of
course,
the
important
important
command
component
of
the
project
was
community
outreach.
First
of
all,
the
first
and
second
community
outreach
workshops
that
we're
having
now
as
well
as
an
interactive
map
tool
that
has
been
posted
on
engagecupertino.org,
for
I
believe
the
last
several
months.
B
So
quick
overview
of
the
collision
analysis
findings,
so
we
did
a
five
year
study
period
of
2015
to
2019,
and
during
that
time
you
can
see
that
there
are
quite
a
few
collisions.
So
the
majority
of
these
were
property
damage
only,
but
you
can
see
over
here
in
the
top
right
of
this
chart
the
breakdown
of
the
injury
collisions
that
occurred.
A
small
number
of
include
fatalities
and
severe
injuries,
as
well
as
visible
injury,
collisions
and
just
a
complaint
of
pain.
B
We
also
saw
a
lot
of
vehicle
pedestrian
collisions
and
when
you
look
at
just
all
injury
equations
as
the
total
percentage,
we
also
saw
a
lot
of
rear
end
collisions
as
well
for
motor
vehicle
involved
with.
So
this
is
the
what
mode
of
transportation
the
car
was
involved
with
when
it
crashed
and
causing
the
collision.
A
lot
of
them
were
with
other
motor
vehicles.
B
But
when
you
look
at
specifically
fatalities
and
severe
injury
collisions,
we
do
see
that
there's
a
lot
of
bicycle
and
pedestrian
collisions
occurring
in
cupertino,
as
well
as
many
fixed
object,
collisions
and
then
for
a
primary
collision
factor,
which
would
be
the
violation
that
the
party
at
fault
committed,
which
caused
the
collision
a
lot
of
unsafe
speed
violations
caused
collisions
in
cupertino,
as
well
as
some
automobile,
right-of-way
collisions
and
improper.
Turning.
B
The
way
that
we
do
this
is
through
the
equivalent
property
damage
only
methodology,
and
what
this
does
is
it
assigns
a
a
score
to
every
single
collision
within
the
city,
and
then
we
geocode
this
information
onto
the
city's
roadway
network
and
we're
able
to
come
up
with
a
score
for
each
intersection
and
0.3
mile
roadway
segment
within
the
city.
B
The
highest
growing
intersection
was
the
anza
boulevard
at
homestead
road,
and
what
the
scoring
criteria
means
is
that
these
these
intersections
and
segments
experienced
more
either
fatalities
or
severe
injuries
than
any
other
location
within
cupertino,
but
not
necessarily
the
most
crashes.
The
the
way
the
scoring
criteria
is
designed
is
to
help
kind
of
weed
out
those
locations
that
experience
more
severe
crashes
again
same
map.
These
are
the
map
of
the
high
injury
corridors.
B
As
I
mentioned
before,
we
did
have
a
project
website
that
was
hosted
on
engage
cupertino.
There
was
a
interactive
map
tool
that
was
collecting
comments
throughout
the
majority
of
the
project
residents
and
visitors
and
employees
were
able
to
go
onto
this
website
and
provide
their
comments
on
traffic
safety
issues,
either
in
their
neighborhoods
or
along
the
major
corridors.
B
So
after
we've
done
the
we've
done,
the
collision
trend
analysis
we've
identified
our
high
entry
locations.
The
next
step
in
the
process
is
to
develop
emphasis
areas.
Now,
as
I
mentioned
before,
emphasis
areas
are
represent
the
top
collision
trends
within
cupertino.
So
this
could
be
either
a
type
of
collision,
a
primary
collision
factor
such
as
a
violation
that
the
party
had
fault
committed,
or
it
could
be
a
particular
mode
of
collision
or
in
some
cases
it
could
be
even
a
location
where
collisions
are
occurring.
B
To
that
end,
we've
identified
a
total
of
nine
emphasis
areas,
the
first
one
being
intersection
safety
to
try
and
help
mitigate
collisions
that
occur
at
intersections.
Reducing
unsafe
speed
caused
collisions,
reducing
automobile
right-of-way
violations
that
quite
often
lead
to
broadside
collisions
or
also
want
to
improve
pedestrian
bicyclist
safety.
B
Reducing
nighttime
collisions
as
well
a
lot
of
there's
a
lot
of
fatalities
and
stranger
collisions
that
occurred
at
night.
Reducing
rearing
collisions
which
often
occur
due
to
unsafe
speed,
reducing
broadside
collisions,
improper
driving,
collisions
as
well,
and
then
we
also
included
reducing
collisions
near
schools.
B
So
the
four
e's
recognizes
that
traffic
safety
needs
to
be
addressed
in
a
holistic
manner.
It's
it
isn't
enough
to
to
simply
build
a
project
and
expect
it
to
completely
100
fix
the
problem.
There
are
other
ways
that
we
can
help
to
address
traffic
safety
through
these
other
ease,
such
as
educational
programs,
that
could
focus
on
you
know
bad
driving,
behaviors
or
it
could
be
a
safe
routes
to
school
educational
program.
B
Dui
campaign
campaigns
against
dui
is
another
great
example:
enforcement
tactics
which
could
be
targeting
enforcement
at
specific
locations.
If
we
know
there's
a
lot
of
collisions
or
for
targeting
a
specific
violation,
category
such
as
dui
or
speeding
emergency
response
that
could
be
helping
to
improve
deployment
of
first
responders
to
collision
sites.
B
So
each
of
the
emphasis
areas
has
a
table
that
looks
similar
to
this.
That
includes
an
objective
for
each
emphasis
area
of
what
the
emphasis
area
hopes
to
achieve
in
this
this
case.
This
is
from
the
first
emphasis
area
that
addresses
intersection
collisions.
B
So
the
the
objective
is
to
reduce
the
number
of
fatalities
and
severe
injury
collisions
at
intersections,
and
then
this
is
followed
by
a
set
of
strategies
that
can
help
to
achieve
that
objective
for
educational
programs.
Again
that
could
be
looking
at
public
information
and
education
campaigns
against
bad
driving
behaviors
each
each
one
is
accompanied
by
a
performance
measure,
as
well
as
the
applicable
agencies
or
organizations.
B
That
would
help
increase
intersection
safety,
also
not
on
this
list,
but
as
about
equally
important
as
well
is
including
strategies
to
address
emergency
response
to
collisions
because-
and
the
reason
it's
important
to
include
those
is
because,
when
first
responders
are
responding
to
a
traffic
collision
that
that
is
severe
getting
victims,
you
know
transported
to
quality
medical
care
and
getting
them
stabilized
cannot
sometimes
mean
the
difference
between
life
and
death.
So
we
want
to
make
sure
we're
providing
resources
to
help
improve
response
times
to
collisions.
B
So
what
I'm
going
to
do
is
I'm
going
to
provide
kind
of
a
high
level
overview
of
the
types
of
countermeasures
that
were
recommended
and
a
lot
of
these
kind
of
these
countermeasures
were
recommended
at
many
locations,
primarily
through
the
the
list
of
high
injury
locations
that
was
provided
earlier
in
this
presentation.
B
So
there
are
three
categories
of
countermeasures.
This
is,
according
to
caltrans
guidance
for
their
their
highway
safety
improvement
program.
Grant
funding,
there's
counter
measures
for
signalized
intersections
there's
counter
measures
for
non-signalized
intersections,
then
there's
countermeasures
for
roadway
segments
away
from
intersections,
such
as
mid
block
locations.
B
Also,
looking
at
improving
the
pavement
markings
or
pavement
friction
installing
some
raised
medians
or
advanced
stop
bars
at
the
crosswalk
another
another
one
could
be
installing
a
leading
pedestrian
interval
at
a
signalized
intersection
which
would
allow
the
pedestrian
to
start
crossing
before
the
light
turns
green
so
that
they're
more
visible
to
cars,
as
they
start
proceeding
either
through
the
intersection
or
making
a
right
turn.
B
Here's
some
visuals
that
can
help
you
to
kind
of
see
what
each
a
few
of
the
selected
more
recommended
countermeasures
were.
Improving
signal.
Hardware
could
be
adding
those
new
yellow,
retroreflective
borders
that
have
been
going
up
on
a
lot
of
signals
around
santa
clara
county,
as
well
as
improving
the
friction
of
the
payment
which
can
help
drivers
to
stop
quicker,
especially
in
wet
weather
conditions.
B
If
you
have
a
traffic
signal,
that's
on
a
pedestal.
You
can
convert
that
to
a
master
arm,
so
that
this
the
signal
heads
are
suspended
over
the
roadway.
Make
it
easier
to
see
installing
raised
pavement
markings
are
the
ones
where
you
can
denote
what
the
turn
lanes
are.
As
you
turn
at
a
signalized
intersection,
an
advanced
stop
bar,
which
can
help
not
just
with
bicycle
safety
by
creating
a
bicycle
box,
but
it
also
helps
with
pedestrian
safety
as
well,
because
it
makes
the
it
has
the
car
stop.
B
You
know
some
distance
away
from
the
crosswalk
to
try
and
avoid
cars.
You
know
kind
of
stopping
in
the
middle
of
the
crosswalk
as
they
approach
an
intersection
and
then
and
then
again
also
modifying
a
traffic
signal
that
implements
a
leading
pedestrian
interval
which
again
allows
the
pedestrian
to
start
crossing
before
the
light
turns
green
by
maybe
a
few
seconds
to
help
them
get
a
head
start
for
cars.
B
So
the
second
category
second
category
is
for
unsignalized
intersections
and
a
lot
of
these
countermeasures
focus
on
installing
either
flashing
beacons
or
installing
additional
or
larger,
stop
signs
or
warning
signs.
B
Improving
the
pavement
friction
or
inputting
a
new
sci,
I'm
sorry,
not
signage
striping
at
the
intersection,
and
also
in
implementing
pedestrian
pedestrian
improvements
as
well
such
as
enhanced
crosswalks.
B
Here's
a
few
visuals
to
kind
of
show
you
some
of
these
improvements,
look
like
improving
the
size
distance
could
be
improving.
B
Crosswalk
such
as
this
one,
that's
either
white
or
sometimes
yellow.
If
you're
near
school
and
again
installing
pavement
friction
that
helps
to
help
drivers,
stop
quick
quickly
in
wet
road
conditions
or
otherwise,
and
then
the
last
category
is
for
mid-block
roadway
segment
locations,
and
this
could
be
improving
the
the
lighting
of
the
roadway
segment
it
could
be
putting
in
a
road
diet
or
adding
in
two-way
left-turn
lanes
installing
new
or
upgrading
the
signs.
B
If
there's
curves,
you
can
also
put
in
curve
advanced
warning
signs
or
those
those
chevron
signs
that
kind
of
guide
you
through
a
curve.
B
B
This
is
really
important
for
fixed
objects,
especially
ones
that
are
close
to
the
roadway,
to
help
drivers
see
and
avoid
hitting
them
as
they
if
they
run
off
the
road.
Excuse
me
installing
mid
block,
enhanced
crosswalks,
separated
bike
lanes
as
well,
and
then
center
line
rumble
strips,
can
also
help
with
head-on
crashes.
B
It
really
looks
at
conducting
public
information
or
education
campaigns
against
bad
driving,
behaviors
or
again,
or
for
the
rules
of
the
road,
bicycle
and
pedestrian
safety
campaigns
that
could
be
either
through
the
city
or
through
safe
routes
to
school,
targeting
enforcement
at
specific
locations
where
we
know
that
there's
specific
types
of
collisions
occurring
and
then
also
in
increasing
first
training
of
officers
and
first
responders,
and
then
for
emergency
medical
services.
B
That
could
be
installing
preemption
systems
on
traffic
signals
that
allows
ambulance
or
fire
truck
or
other
emergency
vehicles
who
preemptively
turn
the
signal
green
and
help
them
get
through
an
intersection
faster
and
again,
you
know
just
increasing
the
amount,
just
increasing
training
for
first
responders
to
help
them
respond
to
emergency
situations.
B
Once
the
lrc
is
approved,
this
flowchart
describes
kind
of
what
the
process
this
the
city
will
take
to
implement
the
strategies.
The
once
the
lrsp
is
approved.
The
city
can
implement
the
strategies
that
were
recommended
as
part
of
the
lrsp
and
then
continue
to
monitor
these
locations
to
see
you
know
what,
if
collisions,
are
improving
they're
going
down,
or
there
still
appears
to
be
either
same
number
or
increase
of
collisions.
B
In
terms
of
the
next
steps
for
the
project
team,
so
we'll
be
we're
currently
in
the
process
of
developing
safety
projects
for
the
high
injury
locations
and
then
we'll
be
wrapping
up
the
draft
report
here
soon
and
assisting
the
city
with
applying
for
the
highway
safety
improvement
program
grant,
and
it's
our
hope
that
the
city
will
be
able
to
obtain
some
funding
to
help
implement
some
of
the
recommendations
from
this
plan.
B
With
that,
I
would
like
to
end
my
presentation
here,
and
I
think
david
and
prashanth
are
going
to
open
it
up
to
the
floor,
and
if
anybody
wants
to
ask
a
question
or
give
a
comment,
then
use
the
raise
hand
feature.
A
Thank
you
corey.
Yes,
so
if
anybody
has
any
questions,
clarifications
we'd
be
happy
to
hear
from
you.
So
if
you
want
to
raise
your
hand-
and
we
will
invite
you
to
speak
in
the
order
that
we
receive
your
raised
hand,
so
I
see
we
have
a
question
from
jennifer.
C
C
Jennifer,
you
can
go
you.
Can
you
can
start
your
question.
D
Thanks
prashanth
and
thanks
corey
and
david
and
and
the
entire
team
for
making
this
happen,
I've
been
really
involved
in
vec.
You
will
have
seen
a
lot
of
the
work
that
I
did
with
the
high
schools
to
try
to
get
all
their
information
into
the
tool
to
make
sure
that
the
the
information
about
different,
perhaps
sometimes
they're,
accidents,
sometimes
they're,
just
areas
that
they
feel
unsafe
are
part
of
this
plan,
and
I
haven't.
D
I
have
a
concern
about
that,
because
it
looks
like
we
kind
of
used
the
injury
accidents
as
reported
by
police,
which
is
great
data.
Don't
get
me
wrong,
but,
as
we
know
it's,
it's
such
a
small
percentage,
it's
maybe
25
or
30
percent-
of
the
actual
total
number
of
accidents
of
pedestrians
and
cyclists.
D
So
my
understanding
was
that
the
tool
would
allow
us
to
put
in
those
accidents
that
students
had,
for
example,
or
even
adults
that
then
were
not
being
captured
by
the
data
from
police,
and
it
doesn't
really
seem
like
that
kind
of
happened.
It
looks
like
we
had
some
input,
but
it,
but
the
actual
accidents
were
not
really
recorded
as
locations
of
accidents.
D
B
E
B
Somebody
maybe
almost
got
hit
to
across
in
the
street
or
otherwise
you
know
it
wasn't
actually
like
a
true
accident,
but
you
know
all
could
have
become
one.
We
do
collect
those,
but
it
also
is
kind
of
mixed
in
with
other
comments
that
you
know,
maybe
a
resident
sees
a
you
know
car
speeding
on
a
particular
street
most
days
and
they
want
the
city
to
know
about
that.
So
it's
it's
kind.
It's
not
specifically
just
to
collect
those
types
of
comments.
B
It
is
also
to
just
address,
collect
comments
on
traffic
safety
in
general
in
terms
of
how
it
was
addressed
in
the
plan.
So
what
we?
What
we've
done
is
we
we
take
those
comments
and
we,
when
we
inform
the
recommendations
for
the
plan,
we
utilize
the
comments
as
well,
as
you
know,
feedback
from
city
staff
to
ensure
that
what
we're
recommending
is
kind
of
in
line
with
what
the
comments
are
seeing.
B
So,
if
we're
seeing
a
lot
of
you
know
if
we're
seeing
a
lot
of
a
particular
type
of
comments,
such
as
you
know,
a
lot
of
comments
on
speeding
or
bicycle
safety
or
pedestrian
safety,
we're
going
to
make
sure
that
the
lrsp
recommends
measures
to
help
address
those
type,
those
types
of
violations
or
collisions.
B
In
fact,
I
believe
that
we
actually
added
in
an
emphasis
areas
specifically
for
schools,
because
we
were
seeing
a
lot
of
comments
about
safety
around
schools.
So
that's
that
kind
of
I
hope
that
answers
your
question.
That
kind
of
you
know
gives
kind
of
an
overview
of
how
we've
taken
that
information
to
help
inform
the
specific.
You
know
how
we
inform
the
recommendations,
but
in
terms
of
you
know,
is
it
intended
to
only
collect
you
know
information
on
near
misses.
It
is
not
it's
intended
to
be
a
little
more
broad
reaching
than
that.
C
You
for
the
next
participant
jennifer.
F
Thank
you.
This
was
a
really
good
presentation
on
what
you
all
are
trying
to
do,
which,
frankly,
it's
really
we
need
to
try
to
have
as
much
reduction
of
accidents.
I
really
like
the
fact
that
you
mentioned
a
couple
of
new
things
that
we're
seeing
in
areas.
I
really
like
this
new,
the
big
flashing,
not
flashing,
I've
noticed
especially
on
highway
17.
F
They
have
a
lot
of
the
new.
I
think
this
is
what
you're
talking
about
like
the
exit
signs
and
stuff.
They
have
this
really
nice
glowing
area
around
it
that
you
can
see
really
well,
and
I
I
think
they
just
put
those
in
about
a
year
ago
and
they're
fantastic.
You
can
see
them
at
night.
F
You
can
see
them
very
clearly
and
if
you're
on
an
area
like
let's
say
sections
of
280
or
highway
17,
where
there
aren't
a
lot
of
off
ramps
that
are
clearly
defined,
it
is
so
nice
to
see
those
extra
luminescence
on
your
exit
sign.
The
part
you
were
talking
about.
I
think
you
called
the
rumble
strip.
It
sounds
like
something
from
you
know
the
50s.
I
believe
that
that
is
as
an
example.
If
you're
on
southbound
85
getting
onto
highway
17,
there
is
a
section
of
road
bed,
just
as
you
come
off.
F
That
is,
I
believe
it's
what
you're
talking
about
where
the
grade
changes
a
little
bit.
It
makes
a
lot
of
noise.
Is
that
what
you're
talking
about?
Because
I
thought
at
first
that
was
like
maybe
pavement
issues,
but
I
think
now
from
what
you're
describing
that's
intentional,
to
reduce
the
speed
so
that
the
driver
knows
where
that
they're
coming
into
a
different
driving
configuration.
F
I
think
that's
a
really
really
good
thing
to
do.
The
other
question
I
had
is:
what
types
of
changes
do
you
anticipate
seeing
at
de
anza
boulevard
and
stevens
creek
boulevard
intersection
coming
up,
because
I
noticed
there
were
a
lot
of
issues
there
and
then
also
at
the
canyon
crossing,
which
is,
I
believe
at,
is
that
north
foothill
boulevard
and
I
forgot
what
the
cross
strait
was,
the
one
that
goes
down
to
mcclellan
anyway.
Thank
you
very
much.
B
Thank
you
jennifer,
so
to
answer
to
answer
your
first
question:
yeah,
so
the
retroflective
borders,
I
think
you're
you're,
referring
to
specifically
around
like
exit
signs
and
other
signs
along
the
freeway,
the
ones
that
I
was
referring
to
are
specifically
designed
to
put
on
traffic
signals.
So
there's
you,
may
you
probably
have
seen
these
on
a
lot
of
traffic
signals.
I
know
that
caltrans
has
started
to
use
these
borders
pretty
prolifically
and
a
lot
of
their
signals
on
some
of
their
urban
highways
and
what
it
it
basically
is.
B
Just
it's
a
tape
that
goes
around
the
edges
of
the
signal
head
that'll.
It
helps
you
see
it
better
at
night
it
it
works
pretty.
Well,
you
can,
when
you're
kind
of
driving
up
to
a
signal,
like
you
know,
whenever
I
drive
up
to
a
signal
that
I
can
always
see
it
from
you
know
way
down
the
street.
I
then
I
know
that
there's
that
retroflective
tape
can
help
me
see
the
signal
better,
as
I
drive
up
to
it
at
night
in
terms
of
the
rumble
strips.
B
So
what
that
is,
is
the
rumble
strips
are
either
placed
either
along
the
edge
of
a
roadway
typically
either
on
or
on
the
outside
edge
of
this
edge
line.
That's
it's
a
when
you
drive
over.
It
makes
that
really
like
loud.
You
know
noise
and
it
kind
of
rumble
like
shakes
your
car,
a
little
bit
to
warn
you
that
you're
about
to
depart
the
roadway.
They
can
also
be
placed
in
the
center
line,
which
you
know
if
you
get
too
close
to
the
center
line.
Again,
does
the
same
thing.
B
B
C
Yeah
it's
de
anza
and
steven
scribble
over
here,
yeah.
B
I'm
sorry,
thank
you.
The
ends
of
the
scene,
it's
great
yeah.
C
Okay,
yeah,
the
next
one
is
laridine
larry.
You
can
go
ahead.
G
Okay,
thank
you
good
evening
david
and
hello
corey.
It's
nice
to
meet
you
long
time,
cyclist
and
resident
and
active
advocate
of
biking
with
walk
by
cupertino
and
and
I'd
just
like
to
give
dave
dave
and
his
team.
Some
kudos
we've
come
a
long
way
in
the
last
eight
to
nine
years.
G
We
have
a
long
way
to
go,
but
watching
the
quality
of
the
presentation
tonight
and
listening
to
what
you
have
to
say,
corey,
I'm
always
confident
that
david
with
his
leadership,
approaches
these
challenges
in
a
very
a
very
professional
and
engineering-oriented
manner.
Anyway,
I
have
a
couple
of
questions
comments.
I
think
one
of
the
root
problems
for
you
to
look
at
as
you're
working
through
your
lsrp
analysis
is
speed
and
speed.
G
Dampening
are
major
arteries
through
the
city
when
they're
busy
really
segregate
the
other
neighborhoods,
and
so
it's
just
kind
of
a
natural
contribution
to
people
having
to
get
into
their
cars,
and
things
like
that.
Cupertino,
as
you
know,
is
a
drive-through
city.
I
would
imagine
half
of
our
traffic
originates
in
los
gatos
or
the
almaden
and
ends
up
in
north
north
north
mountain
viewers,
sunnyvale
and
the
more
we
make
it
easier
for
them
to
go
faster.
The
faster
they're
going
to
go
and
more
will
come.
G
So
I
think
traffic
calming
and
speed
dampening
is
is
a
key.
We've.
We've
been
collecting
data
on
the
accidents
for,
like
I
don't
know,
eight
or
nine
years.
Actually
the
sheriff
sends
it
to
us
quarterly
and
one
of
the
things
that
popped
out
it
comes
to
us
comes
to
us
in
a
pdf.
So
it's
not
really
easily
manipulated.
G
Probably
retired
people
were
senior
citizens,
and
I
was
surprised
at
that.
I
mean,
and
they
were
some
were
driving
and
some
were
on
their
bikes.
But
you
know
if
you've
got
a
participle
data
set
it'd
be
good
to
take
up.
Take
a
look
at
that.
The
other.
G
Jumps
out
at
me
over
the
last
couple
of
years
as
traffic
has
come
back,
is
how
confusing
congested
our
major
intersections
are
with
the
right
on
red
turn.
G
Turn
option,
and
I
know
that's
a
you
know:
that's
that's
a
tough
one
to
bring
up
and
talk
about
drivers
defend
that
with
that
privilege
to
to
the
met,
but
when
you're
a
deanza
in
stevens,
creek
or
dean's
at
mcclellan
or
stelling,
if
you're
a
pedestrian
trying
to
walk
across
the
street,
it's
challenging
and
and
likewise,
if
you're
a
driver,
it's
it's.
G
It's
a
challenge
trying
to
figure
out
who
to
focus
on
and
and
behind
all
that
you
still
have
all
this
pressure
to
keep
traffic
moving
and
all
that.
So
you
can
see
people
do
that.
So
I
think
the
right
on
red
is
kind
of
like
a
holy
grail
thing,
and
maybe
that
ought
to
be
questioned
a
little
bit
more
and
I'm
sure
that
that
you
and
your
team
will
ponder
that
very,
very
guardedly,
because
people
do
have
pretty
strong
feelings
about
that.
G
But
but
with
that,
those
are
those
are
my
comments
and
inputs.
We're
here
for
questions
or
anything
that
we
can
help
you
with
just
feel
free
to
call
and
thank
you
for
your
good
work.
I
appreciate
it.
E
Okay
hi:
this
is
joel
wolfe,
so
I'm
I'm
a
longtime
resident
of
of
cupertino
and
I
I
live
only
a
block
or
so
away
from
the
intersection
of
de
anza
and
stevens
creek.
E
So
I've
probably
walked
across
that
a
thousand
times,
and
I
was
just
surprised
at
how
low
that
ranked
in
the
it
wasn't.
I
think
homestead
and
de
anza
were
near
the
top.
E
That's
a
very
aggressive
intersection,
and
I'm
just
I'm
just
wondering
if
your
data
properly
captures
the
maybe
the
the
uncomfortable
feeling
you
get
when
you
cross
that
intersection
as
pedestrian
and
how
you
would
go
about
capturing
that
because
you
you
want
to
feel
safe,
I
don't
always
feel
safe
and,
as
I
get
older
and
I
think
a
lot
of
people
in
cupertino
probably
feel
the
same
way
as
you
get
older.
Some
of
these
intersections
are
pretty
tough
to
cros
across
just
to
reiterate
what
larry
said
and
right
turn
on
red
without
stopping.
E
I
think,
that's,
I
think,
that's
a
real
problem
in
cupertino,
especially
at
that
intersection
and-
and
I
think
at
other
intersections,
I
know
the
de
anza
and
homestead
is
also
a
problem.
I've
walked
up
that
way
many
times,
and
so
you
know,
I'm
not
sure
have
I
ever
been
hit.
No,
but
I
have
I've.
I've
come
close
to
it.
I've
got
a
pretty
pretty.
E
I
got
a
35-year
database
in
in
my
head
and
with
thousands
of
crossings
and
and
then
the
other
issue
that
I
have
that
I
think
the
city
sometimes
has
done
a
very
good
job
of
solving
is
crossing
across
work
and
you
know
left
turn
vehicles,
not
really
stopping
for
somebody
in
the
crosswork
and
that's
enough
to
scare
you
and
sometime
in
the
city.
I
know
it's
like
at
rodriguez
and
and
de
anza
they've.
They
have
a
dedicated
walk
where
you,
you
know.
E
Arrow
for
the
traffic,
and
then
you
walk
after
that.
So
I'm
just
curious
as
to
how
you
you
you,
if
you,
if
you
look
at
the
whole
philosophy
as
complete
streets
where
you
want
to
feel
safe
and
you
want
ada
people,
you
want
disabled
people
to
be
able
to
feel
safe
crossing
elderly.
How
does
that
work
into
this
this
analysis
and
by
the
way
I
thought
the
presentation
was
good,
so.
E
I'm
not
sure
you
have
an
answer,
but
I'm
just
throwing
that
out.
There.
B
No,
I
I
I
appreciate
that,
and
I
think
I
think
part
of
is
that
you
know
we
need
to
hear
those
things
is
that
we
need
to
hear
like
what
locations
are
uncomfortable
and
what
locations
we
need
to
be.
Looking
at
specific
improvements
to
help
alleviate
that.
That's
part
of
the
reason
we
put
in
the
interactive
map
tool
is
to
collect
those
comments
in
terms
of
specific
improvements.
Yeah.
Those
are
many
of
those
are
things
that
we
can
look
at
as
part
of
the
lrsp.
B
You
know
looking
at
the
phasing
of
intersections,
and
I
know
that
you'd
mention
that
having
a
protected
left
turn
and
then
a
pedestrian
phase,
that's
something
that
can
be
looked
at
as
part
of
this
plan.
I
don't
know
if
I
wouldn't
know
off
top
of
my
head
if
they
would
work
at
the
intersections
you
listed,
but
also
looking
at
median
refuge
islands
as
well.
B
That
can
help
shorten
the
crossing
distance
intersections
to
help
you
know
people
who
maybe
have
limited
mobility
or
aren't
able
to
cross
the
intersection
as
quickly
as
maybe
the
time
allows,
and
it
can
have
the
refuge
island
to
help
help
to
help
with
that,
but
that
I
I
hope
that
at
least
partially
answers
your
question
as
best
I
can
now,
but
I
I
do
appreciate
your
comments
and
well
we'll
definitely
keep
that
in
mind
as
we're
kind
of
wrapping
up
this
plan.
Thank
you.
A
Yes,
thank
you
for
those
who
have
given
comments,
questions.
Are
there
any
others
before
we
close
the
meeting
out.
F
Sorry,
I
didn't
know
whether
I'm
sure
you
and
you
muted
me,
and
then
we
opened
up
again
since
you
all
are
kind
of
closing
up
now.
I
just
wanted
to
ask
a
question
about:
if
do
you
guys
anticipate
putting
in
more
signalized
intersections,
where
maybe
there
are
four-way
stops
now
with
stop
signs?
F
How
is
that
handled
in
terms
of
is
is
that's
is.
Is
that
a
tool
that
you
all
that
traffic
planning
uses
to
upgrade
intersections
like
if
you
have,
as
particularly
in
a
rural
area
where
maybe
you
have
a
four-way,
stop
what
precipitates
that
intersection
going
to
a
signalized
intersection
and
what
are
the
rules
about
how
close
together
signalized
intersections
can
be?
I
know
you
can't
have
them
more
than
like.
F
You
know
it
would
be
ridiculous
to
have
it
like
20
feet
or
something
like
that,
but
is
that
a
tool
that
you
all
use
to
try
to
correct
traffic
is
to
have
stop
sign
controlled
intersections,
go
to
signalized?
I
I
never
was
sure
how
that
was
handled.
Thank
you.
B
B
B
If
it's
you
know,
if
it's
necessary
in
terms
of
installing
one
it
has
to
meet
a
it,
has
to
be
warranted.
So
there
has
to
be
you
know:
either
the
traffic
volumes
have
to
have
to
meet
the
warrants
it
has
to
be.
You
know,
collisions
or
sight,
distance
issues
or
other
there's
other
number
of
factors
that
can
factor
into
that.
The
spacing
I
don't
remember
off
the
top
of
my
head,
but
maybe
david
or
ruda,
would
want
to
chime
in
and
kind
of
add
to
that.
B
But
essentially,
if
you're
converting
a
signal
or
converting
a
stop,
a
four-way
stop
to
a
signal.
It
has
to
meet
warrants
and
typically
a
large
portion
of
that
is
the
amount
of
traffic
that's
going
through
that
intersection
or
if
there
are
very
pressing,
demonstrated
safety
issues.
That
would
precipitate
the
need
for
a
signal.
A
Yeah,
that's
that's
right.
Great
yeah,
the
state
of
california
caltrans,
has
has
specific
warrants
that
you
would
want
to
show
or
met
before
you
would
install
a
traffic
signal.
Those
relate
to
as
corey
was
saying.
Traffic
volumes
there's
also
warrants
related
to
delays
accident
history
that
that
kind
of
thing.
F
A
E
H
Thank
you
prashant.
This
is
ilango
ganga,
I'm
a
member
of
the
bicycle
pedestrian
commission,
but
today,
I'm
speaking
for
myself
as
a
gopro
resident.
H
So
I
I
would
really
like
to
thank
david,
prashant
and
corey
for
the
awesome
job
you
are
doing
on
the
lrsb
program.
H
It's
a
great
analytical,
driven
data
driven
program
for
improving
the
road
safety
for
the
multimodal
transport,
including
the
bicycle
and
pedestrian
safety.
So
the
I
have
questions.
Actually
it's
a
great
presentation
and
you
know
a
couple
two
areas.
I
I
have
questions
one
is
you
have
developed
counter
measures
and
also
emphasis
areas
based
upon
you
know.
Some
of
the
control
measures
are
from.
You
know,
signalized
intersections
non-signalized
intersection.
H
You
know
mid
block
segments
right.
You
have
like
many
different
counter
measures
that
you
have
developed.
These
are
good,
but
my
question
is:
are
you
seeing
any
problems
with
the
current
infrastructure?
I
mean
be
it.
You
know,
signals
or.
H
It
you
know,
timing
or
or
the
existing.
You
know
roadway
infrastructure
in
itself.
Right.
Are
you
seeing
specific
problems
based
on
the
data
and
then
using
that?
Have
you
developed
the
counter
measures
or
is
it
more
of
a
generic
improvement
practices
done
by
you,
know,
learning
from
other
cities
and
other
you
know,
lrc
programs
that
have
implemented
and
and
and
have
seen
a
success
criteria.
That's
my
first
question.
The
second
one
is
about
the.
How
do
we
know
that
these
counter
measures
are
working
right?
H
I
know,
I
think
you
have
a
feedback
mechanism
to
measure
this
periodically.
I
would
like
to
understand,
like
you
know,
what
are
the
measurement
criteria
that
you
have
come
up
with?
Are
you
going
to
document
that
as
well
and
and
what
is
the
frequency
in
which
you
will
be?
H
You
know,
measuring
the
based
on
that
criteria
to
see
whether
is
it
working
and
if
it
is
not
working
you
know,
are
we
really
correct
taking
corrective
actions
so
that
it's
a
real
feedback
mechanism
working
throughout
the
not
just
one
time
but
whereas
throughout
the
life
cycle
of
this
lrc
implementation
right?
So
what
is
that
that
we
are
doing,
and
are
we
giving
equal
measures
and
resources
assigned
for
this
feedback
measure?
You
know
criteria
as
well.
B
Okay,
yeah
yeah.
I
think
thank
you,
appreciate
the
comments
and
questions
so
so
to
answer
your
first
question:
yes,
we,
yes
to
all
the
above.
We
we
analyze,
we
kind
of
analyze
the
trends
that
are
occurring,
but
we
also
when
we
recommend
specific
countermeasures
at
a
specific
location.
We
also
do
field
review.
We
look
at
you
know:
google
street
view
we
analyze
that
particular
location
to
make
sure
that
what
we're
recommending
really
makes
sense
for
that
location.
B
B
You
know
kind
of
list
of
things
that
can
help
address
that
emphasis
area,
but
we
also
then
trickle
that
down
to
the
toolbox,
which
has
specific
locations
that
were
listed
in
that
that
list
of
intersections
and
segments
that
I
showed
before,
along
with
you
know
how
countermeasures
at
for
these
locations
can
address
each
of
the
emphasis
areas
in
terms
of
the
second
question
for
effectiveness.
B
So
in
terms
of
determining
the
effectiveness
of
the
countermeasure,
for
when
we
recommend
the
countermeasures,
there
are
resources
that
caltrans
and
fhwa
published
that
can
help
us
to
understand
from
other
agencies
what
their
experience
has
been
in
using
these
countermeasures
and
what
type
of
crash
reductions
we
can
potentially
expect
from
implementing
a
countermeasure
caltrans
local
roadway
safety
manual,
which
is
we
often
very
like
very
frequently
reference
when
developing
and
lrsp
has
has
a
crash
reduction
factors
that
can
again
help
us
to
understand
what
those
directions
might
be.
B
Should
the
countermeasure
be
implemented
either
at
the
look
at
a
location
or
even
systemically,
which
should
be
many
locations
across
across
the
city
for
cupertino,
specifically,
the
lrsp
is
intended
to
be
a
living
document,
so
the
city
will
have
the
option
to
update
it.
Caltrans
recommends
every
two
to
five
years
or
so,
and
we
do
that
and
the
emphasis
areas
do
have
kind
of
performance
measures
to
help
guide
that
update
to
see,
if
you
know,
is
the
city
meeting
those
performance
measures
in
that
particular
emphasis
area
at
a
higher
level.
B
H
Thank
you
corey
for
a
very,
very
good
description.
One
follow-up
question
I
have
is
again
regarding
the
feedback
mechanism
right,
I'm
assuming
that
you
have
collected
the
collision
data
from
the
sw
itrs
database,
or
maybe
something
similar
to
that.
The
question
is:
are
you
going
to?
I
mean
it's
a
great
job,
you're
done
in
mapping
out
that
you
know
data
as
well,
so
that
you
know
public
can
go
and
take
a
look
at
it
to
see
which
areas
are
of
concern.
B
Yeah,
so
the
collision
data
is
actually
from
a
database
called
crossroads
that
the
city
utilizes,
the
city,
pulls
the
and
prashanth
or
david.
Please
correct
me
if
I,
if
I'm
in,
if
I'm
wrong
on
this,
but
the
the
city
maintains
its
own
database
that
pulls
from
the
city's
traffic
collision
reports
and
then
in
terms
of
updating
the
database
on
the
website.
That
would
be
something
that
the
city
would
have
to
consider.
B
If
they
want
to
continue
that
going
so
either
you
know
we
would
have
to
get
back
to
our
ola,
maybe
prashanth
or
david
handle
that
as
well
but
yeah.
The
the
data
for
the
plan
itself
comes
from
from
databases
that
the
the
city
maintains.
Typically
we
do
use.
We
do
use
sweaters
kind
of
to
cross-reference
it,
but
ultimately
the
data
came
from
from
the
city's
crossroads
database.