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Description
Transportation, Parking, and TDM: The April 2018 charrette is the first of two design charrettes for the Vallco project. It is a multi-day opportunity for the Cupertino Community to collaborate with a multi-disciplinary team to craft a vision for the Vallco Special Area. This first Brown Bag Lunch Presentation was recorded April 10, 2018 at the Cupertino Community Hall. It features a discussion on transportation, parking, and TDM. (70 min.)
A
A
We
are
on
the
optic
o--'s
team
to
help
with
this
specific
plan
that
you're
all
here
to
talk
about
today.
Obviously,
a
lot
of
interest
and
discussion
I've
actually
been
here
in
this
very
room
as
part
of
a
panel
talking
about
the
future
of
transportation
in
the
Bay,
Area
and
and
the
nation
to
help.
You
guys
think
about
how
to
plan
for
transportation
in
the
future.
A
I
have
a
few
slides
that
I
want
to
give
you
or-
and
we
can
you
can
ask
questions
as
we
go
and
that
talk
about
some
of
the
transportation
issues
in
and
around
Valco,
as
well
as
some
of
the
sort
of
ideas
that
we
have
and
thinking
we're
starting
to
do
about
how
you
manage
transportation
impacts,
which
is,
of
course,
a
major
concern
and
consideration
for
this.
So
no,
oh
sorry,
I
have
to
hold
it
close,
I
guess
so.
A
A
That's
there
now,
what's
the
available
alternate
modes,
transit,
a
bicycle,
pedestrian
and
those
kinds
of
issues,
and
so
there
was
also
an
existing
conditions,
presentation
given
as
part
of
this
process,
but
just
to
revisit
a
little
bit
of
that
information
for
your
benefit
and
it's
obviously
you
know
a
pretty
zoomed
out
view
of
the
map.
Just
to
give
you
a
sense
of
the
major
roadways
and
transit
infrastructure
that
surround
the
site.
A
You
have
you
know:
I
280,
of
course,
passing
right
through
next
to
the
site
and
85
not
far
away,
and
we
also
have
a
variety
of
arterial
roadways
like
Stevens,
Creek,
Boulevard,
wolf,
Road
and
others
that
connect
through
and
near
the
site.
And
then
you
know
a
few
miles
away.
You
have
the
Caltrain
rail
line,
which
MS
nut
doesn't
connect
directly
to
the
site,
but
of
course,
is
a
potential
asset
and
we'll
talk
more
about
as
we
go
right
now.
A
A
I
talked
a
little
bit
about
the
transit
networks.
There
are
several
both
Express
routes
and
local
routes,
buses
operated
by
VTA
that
run
through
this
site
currently,
and
there
are
plans
and
discussions
for
a
potential
bus,
rapid
transit
route
that
would
run
along
Stevens
Creek
Boulevard
to
the
extent
that
that
gets
implemented.
A
You
know,
bus
rapid
transit
has
the
opportunity
to
carry
a
lot
more
people
a
lot
more
efficiently
and
in
their
variety
of
things
that
comprise
bus,
rapid
transit.
So
that
is
specific.
Design
of
that
route
would
would
really
impact
how
kind
of
efficiently
it
could
operate
and
how
well
it
could
attract
people
to
the
site.
Bye-Bye
bus
and
that's
something
that
I
think
will
be
important,
as
we
think
about
you
know
how
we
try
to
get
people
to
this
site
or,
from
this
site
talk
a
little
bit
about
alternate
transportation
modes
as
well.
A
There
are
some
existing
bike
ways
along
routes
on
the
site,
so
wolf,
Road
and
Valco
Parkway
and
Stevens
Creek
Boulevard
all
have
some
basic
bike
lanes
on
them.
Now
there
has
been
a
lot
of
work
by
the
city
and
there's
ongoing
work
by
the
city
currently
to
look
at
expanding,
alternate
mode
availability.
So
there's
a
plan
potentially
for
a
path
that
would
parallel
I
280
that
would
be
shared
use
that
would
allow
people
to
walk
and
bike
sort
of
along
this
site
and
connecting
a
variety
of
other
areas
in
the
city.
A
There's
also
a
discussion
of
what's
called
a
class
or
separated
bike
way
along
students,
Creek
Boulevard,
as
well,
in
addition
to
the
BRT
I
mentioned,
and
a
class
4
facility
is
one
that
creates
a
lot
of
separation
between
bicyclists
and
traffic,
makes
a
little
bit
more
comfortable
to
access
the
site.
So
there's
that
opportunity
as
well
and
then
there
a
variety
of
other
kind
of
improvements
and
crossing
improvements,
long
wolf,
Road
and
along
280
that
have
been
discussed
and
are
under
consideration.
A
There's
a
major
redevelopment
of
the
I
280
Wolf,
Road
interchange,
that's
been
under
design
by
VTA,
and
that
also
includes
certain
bicycle
potential:
bicycle
facilities
as
well
and
then.
Finally,
of
course,
there
are
a
variety
of
pedestrian
facilities.
Most
of
the
like
the
class
1
path,
I
mentioned
along
280.
A
So,
as
we
think
about
trying
to
you
know,
plan
for
the
site,
we
want
to
think
a
little
bit
about
how
you
know
what
are
kind
of
the
issues
and
challenges
that
we're
facing
now.
My
colleague
Don
talked
about
this
a
little
bit
last
night,
but
you
know
just
to
kind
of
reinforce
eyes
some
of
the
issues
and
challenges
that
you
have
to
deal
with.
A
As
you
think
about
this,
you
know
right
now,
as
a
city,
you've
got
more
jobs
than
employed
residents
or
you
have
a
lot
of
people
coming
into
the
city
to
work
compared
to
the
number
of
people
who
live
here
and
and
most
of
those
people
who
do
live
here
are
commuting
by
single
occupant
vehicle.
If
you
want
to
look
at,
you
know,
development
opportunities,
you
know,
one
of
the
best
things
you
can
do
is
try
to
manage
that
through
a
variety
of
tools
and
we'll
talk
about
that
more
here
in
a
minute.
A
But
the
idea
of
trying
to
get
people
onto
transit
onto
shuttles
on
the
bikes
and
other
modes
will
really
be
helpful
for
thinking
about
how
you
can
manage
this
development
that
we're
talking
about
and
just
by
comparison,
you
know,
Cupertino
has
relatively
high
levels
of
driver
drive
alone
rates.
You
guys
are
probably
all
this
now
compared
to
other
both
neighboring
communities
and
the
state
as
a
whole.
A
So
the
principles
and
I
know
these
are
undergoing
refinement
and
development
and
consideration
as
we
go,
but
I
think
these
are
really
helpful
for
us,
as
we
start
to
think
about.
Well,
how
do
we
manage
the
transportation
issues
that
you
face
so
obviously
trying
to
reduce
or
eliminate
potential
traffic
impacts?
It
may
not
be
possible
to
fully
eliminate
any
transportation
impacts,
but
what
are
the
ways
we
can
do
to
mitigate
those?
What
are
the
alternatives
we
can
provide?
Folks,
certainly
we
want
to
provide
mobility
choices
and
including,
providing
you
know,
improved
walkability
on
the
site.
A
You
know
one
of
the
things
about
a
mixed-use
development
is
that
you
have
a
greater
opportunity
to
get
people
walking,
in
particular
for
more
of
their
transportation
choices,
and
so
if
people
can
make
fewer
trips
by
vehicles,
that's
a
great
opportunity
and
then
obviously
we
want
to
think
about.
Also
we
can
talk
about
today,
a
little
bit.
You
know.
What's
the
future
of
mobility
I
think
we're
all
very
familiar
and
used
to
now
the
ubers
and
the
lifts
and
the
those
kinds
of
things
that
are
taking
people
around.
A
There's
a
lot
of
discussion
around
autonomous
vehicles,
obviously
that
will
impact
how
people
travel
in
the
future
and
as
that
those
types
of
changes
happen.
You
know
it
becomes
very
important
to
start
to
think
about
what
does
that
mean?
For
you
know,
traffic
impacts
in
the
future.
Does
that
mean
that
we
have
you
know
now
we,
what
you'd
call
zero
occupant
vehicle
trips
happening,
or
does
that
mean
that
we
have
more
efficient
distribution
of
people
into
vehicles
because
of
the
role
of
Technology?
A
So
what
is
a
as
I
say?
What
is
transportation?
Demand
management
really.
This
idea
that
we
want
to
reduce
the
demand
for
roadway
travel,
particularly
in
single
occupant
vehicles.
Obviously
we
build
our
road
systems
to
try
to
manage
or
accommodate.
You
know
people
getting
to
their
destinations.
But
if
you,
if
you
do
that
at
the
sort
of
peak
at
the
worst
hour
of
the
day,
you
end
up
with
a
lot
of
roadway
capacity,
that's
very
lightly
used
and
roadway
capacity
costs
a
lot
to
build
in
the
first
place.
I'm.
A
It
costs
a
lot
to
maintain
over
time
and
if
we
aren't
using
it
for
most
of
the
day,
it's
sort
of
an
underutilized
asset.
So,
to
the
extent
that
we
can
get
that
peak
hour,
travel
happening
more
efficiently
by
transit
or
other
modes.
We
have
the
ability
to
save
a
lot
of
resources
and
costs
and
a
lot
of
costs
for
individuals
in
terms
of
the
time
they
spend
in
traffic
and
the
frustration
they
experience
from
that
and
other
kinds
of
impacts
as
well.
A
So
we
have
a
few
different
case
studies
that
we've
developed
I
think
if
I
come
back
to
that
I'm
saying
with.
If
we
have
a
few
different
case,
studies
that
are
over
here
and
what
these
represent
are
sort
of,
maybe
sort
of
the
best
work.
Some
of
the
best
work
that's
been
done
to
really
try
to
manage
transportation
impacts
through
trial
transportation
demand
management
strategies.
So
you
know
your
neighbor
up.
A
A
little
north
in
Stanford
has
been
one
of
the
most
effective
employers
and
getting
people
to
not
drive
in
their
own
vehicles,
and
they
get
a
lot
of
different
sort
of
pieces.
Of
that
we
can
talk
about
that
and
then
we
have
also
an
example
from
Seattle
Children's
Hospital
over
here,
which
talks
about
some
strategies
that
they've
used
and
then
finally,
we
have
one
from
the
East
Coast,
which
is
the
Tyson's
transportation
management
Association,
which
is
out
in
the
Washington
DC
area.
A
We
can
talk
about
those,
and
each
of
those
is
a
little
different
than
you,
and
each
of
those
you
know
provides
may
be
instructive.
Lessons
helps
us
understand.
Maybe
what
the
ceiling
is
for
potential
improvements,
but
you
know
they
are
instructive
and
useful
for
thinking
about
the
kind
of
package
of
strategies
you
might
consider
so
I'm
going
to
talk
about
kind
of
the
components
of
TDM
strategies
and,
as
I
said
really
what
matters
is
not
there's
not
one
sort
of
silver
bullet
here
right.
A
There's,
not
the
one
kind
of
we're
gonna
implement
this
strategy,
and
that
will
be
kind
of
result
in
the
world
that
we
want.
You
have
to
think
about
the
sort
of
package
of
strategies,
all
the
different
things
that
you
put
together.
So
that
includes
infrastructure,
and
it
includes
programs,
and
one
of
the
biggest
things
are
a
couple
of
the
biggest
things
are
really
thinking
about
the
land
use
strategy.
A
Obviously,
as
you
think
about
developing
this
site,
to
the
extent
that
there
are
mixed
uses
on
the
site
that
there's
housing
and
office
and
shopping
and
other
opportunities,
those
can
reduce
trips
significantly,
because
that's
a
way
that
people
can
in
one
place
do
multiple
things.
But
you
have
to
be
very
thoughtful
about
what
those
strategies
are
and
there's
some
really
good
examples
of
places
where
you
know.
If
you
don't
plan
for.
C
A
Me,
if
you
don't
plan
for
you,
know,
day
care
and
you
don't
plan
for
schools,
and
you
don't
plan
for
other
kinds
of
things
that
families
need
you're,
not
going
to
be
able
to
reduce
those
trips
in
the
same
way,
you
might
want
to
be
able
to
do
so.
You
have
to
be
thinking
about
what
are
the
sort
of
residential
supportive
uses
you
might
need
to
make
sure
are
provided
in
order
to
make
that
effective
and
at
the
same
side,
what
are
the
office
supported?
A
Uses
people
need
to
be
able
to
go,
get
lunch
and
things
like
that
and,
if
they're
having
to
drive
a
long
distance,
they're
gonna
use
their
vehicles
or
if
there
are
and
sort
of
concentrated
availability
of
those
uses.
So
thinking
carefully
and
thoughtfully
about
how
you
mix
uses
is
going
to
be
important,
then,
when
we
start
to
think
about
the
transportation
side,
you
think
a
lot
about
kind
of
what
infrastructure
are
you
providing?
And
here
there's
a
really.
You
know
broad
suite
of
tools
and
really
again.
A
This
is
where,
instead
of
just
transportation,
demand
management
were
really
just
talking
about
transportation.
You
know
what
are
the
transit
opportunities
you're
able
to
provide?
How
are
those
opportunities
able
to
be
effective
for
the
purposes
of
what
you
are,
what
you
are
trying
to
get
so,
if
you're
trying
to
get
people
to
come
to
an
office
in
the
morning,
you
know
high-capacity
transit
can
be
very
effective
if
it
gets
people
from
a
sort
of
concentrated
destination
to
another
concentrated
destination.
A
A
So
those
are
important
considerations
as
well
and
as
we
go
through
this,
you
know
I
think
we'll
talk
about
sort
of
the
potential
effectiveness
of
each
of
these
strategies
and
and
how
they
can
kind
of
contribute
to
an
overall
picture
of
potential
travel
within
within
this
site
and
generally
the
other
thing.
That's
really
important.
A
A
Maybe
it's
not
a
huge
cost,
but
you
charge
them
every
day
for
parking
and
if
you
do
that,
you
kind
of
are
getting
people
to
think
about
each
day
about
whether
or
not
they
want
to
drive
instead
of
just
sort
of
having
this
default
built
in
cars,
like
oh
I
paid
for
my
monthly
parking,
so
I'm
always
going
to
drive
I'm
in
challenges
like
that
and
there's
some
good
read.
Research.
That's
been
done,
showing
the
effectiveness
of
using
strategies
like
that
to
kind
of
on
the
edges,
get
people
to
make
other
choices.
A
And
then
the
last
piece
of
the
TDM
strategies
I
want
to
talk
about,
are
kind
of
what
we
call
the
programming
and
communication
strategies.
It's
great
to
have
alternate
modes
available.
It's
great
to
have
alternate,
you
know
opportunities,
but
if
people
have
to
know
about
them-
and
that
is
a
critical
element
to
all
of
this,
so
you
know
showing
people
demonstrating
like
what
they
have
available.
There's
some
really
creative
ideas
that
some
developments
have
started
talked
about
about.
A
Having
a
you
know,
you
might
call
a
mobility
concierge,
so
someone
who
can
help
connect
you
to
the
opportunities
you
have
to
get
where
you
want
to
go.
If
you
don't
know,
there's
a
bus,
they
can
get
you
there
and
then
it
might
get
you
there
effectively
and
with
less
stress
than
driving
you're,
probably
not
going
to
make
that
choice.
So
there
variety
of
things,
there's
information,
things
wayfinding
other
kinds
of
issues
like
that
and
then
you
know
the
other
big
part
of
this.
A
Are
that
a
lot
of
the
examples
that
we
have
from
the
case?
Studies
you'll
see,
are
kind
of
financial
strategies,
incentives
that
are
provided
to
people
so,
for
example,
Stanford
provides
all
that's
employees,
and
some
of
you
may
be
aware
of
this
with
a
free
transit
pass,
so
it
really
reduces
the
cost
of
taking
transit
compared
to
making
other
choices.
A
So
you
charge
for
parking,
you
have
free
transit,
it
sort
of
changes,
the
economics
of
how
you
make
your
transportation
choice
and
ultimately,
that's
really
what
matters
when
thinking
about
transportation
impacts
or
what's
the
economics
right?
All
of
us
respond
pretty
well
to
our
pocketbooks
and
that's
what
you're
trying
to
kind
of
have
an
influence
on,
and
then
there
are
a
variety
of
other
kinds
of
program
ideas
out
there,
and
so
those
are
things
we
can
dive
into
in
more
detail.
As
people
have
questions.
A
And
here
here
are
the
case:
I'm
not
going
to
kind
of
get
into
these
in
too
much
detail
as
I,
say
they're
over
here
on
the
side
and
give
you
a
sense
of
what
some
of
the
opportunities
are,
but
you
know
Stanford
I
mentioned
so
they
had
this
very
significant
reduction
from
about
69
percent
single
occupant
vehicle
trips
down
to
43
percent.
They
also
have
about
you
know
within
their
sort
of
seven
miles
of
campus.
They
have
about
twenty
percent
of
people
who
bike
every
day.
A
A
It's
it
was
an
a
site
that
wasn't
well
served
by
transit,
initially
and
through
a
variety
of
investments
and
programs.
You
know
they
were
able
to
get
there
single
occupant
vehicles
trips
down
by
quite
a
bit
from
their
implementation
of
their
of
their
strategies,
and
you
see
they
had
about
7,000
employees
on
their
site
and
then
the
last
one
I
mentioned
is
the
Tyson's
Corner.
In
Virginia,
this
is
a
little
bit
unique
and
different.
A
How
do
we
think
about
what
kind
of
benefits
you
could
get
for
Cupertino
because
that's
really
ultimately
what
matters?
So
we
can
identify
examples
and
then
those
help
us
sort
of
put
boundaries
on
what
we
might
think
is
possible.
But
one
of
the
main
things
we
want
to
do
is
to
start
to
look
at.
You
know
where
our
people
traveling,
where
are
they
coming
from,
and
how
do
we
think
about
what
the
markets
are,
that
we
try?
It
would
try
to
capture.
A
A
Okay,
how
many
of
those
trips
that
might
be
otherwise
generated?
We
could
actually
capture
with
another
mode.
Similarly
for
transit,
you
know
if
we
look
at
where
those
folks
are
coming
from,
and
you
can
see
quite
a
few
of
them
are
coming
up
and
down
the
peninsula.
Is
there
an
opportunity
to
tie
into
the
Caltrain
line
and,
as
the
Caltrain
line
is
improved
and
and
benefits
you
know
from
electrification
and
other
things
over
time?
If
there
was
a
shuttle
connection,
we
can
look
at
well
what
market
would
that
serve
right?
A
It
so
we're
not
just
sort
of
guessing
at
okay.
What's
the
how
many
people
might
take
this,
but
we're
actually
trying
to
understand
what
the
real
market
potential
is
for
that
service?
So
you
could
look
at
a
few
different
things
like
that
and
as
we
sort
of
get
a
better
handle
on
what
the
program
is,
that's
planned
or
discussed.
As
part
of
this,
we
can
start
to
respond
to
that
with
an
understanding
of
what
the
possibility
is
for
using
these
alternate
modes.
A
We
did
also
a
similar
started
to
do
a
similar
look
at
and
again
these
are
really
just
meant
to
be
examples
about
where
the
people
in
Cupertino
today
go
to
for
work.
So
if
you
look
at
sort
of
the
peak
our
outbound
trips
from
Cupertino,
you
know
they
stay
a
lot
of
them
in
the
region,
but
they
also
kind
of
go
up
and
down
the
peninsula.
A
You
know
quite
a
few
people
do
make
their
way
up
to
San
Francisco,
so
those
are
different
kinds
of
trips
that
we
could
also
think
about
capturing
from
a
different
mode.
So
if
there's
going
to
be
residential
component
to
this,
what's
the
possibility
sure
that
with
other
another
mode
through
that
and
I,
think
that's
yeah,
that's
the
end
of
my
slide.
So
if
there
are
questions,
if
there's
things,
people
want
to
discuss
I'm
open.
D
Hi,
my
name
is
Jennifer
I've
long
time
resident
Cupertino
since
1985
and
been
following
all
this
Cupertino
has
a
city
policy
that
has
been
established
by
the
residents
who
live
here
that
we
want
to
have
a
city
that
is
well
parked.
I
do
not
want
to
live
in
a
city
that
I
have
to
pay
for
parking
I,
don't
like
the
way
Palo
Alto
handles
their
parking.
D
You
have
to
pay
downtown
San,
Jose
I
live
in
this
city,
and
my
city
has
decided
previously,
especially
with
other
projects,
that
they
will
be
well
parked
and
they
are,
and
it's
working
so
I
pick
exception
to
the
fact
that
other
people
are
coming
from
other
cities
and
telling
my
city
the
way
that
we
should
do
things
they're.
Acting
like
we're,
not
good
enough
to
even
live
in
our
own
City.
D
We
park
our
city
well,
and
it's
worked
well
to
this
point
and
you
may
find
that
people
tart
start
taking
exception
if
they
are
told
that
they
can't
drive
their
cars
to
work.
I
have
an
85
year
old
mother.
She
can't
ride
a
bike.
I
can't
ride
a
bike.
I
would
rather
ride
a
horse
to
Valco.
So
please
respect
the
fact
that
Cupertino
up
till
now
has
made
their
own
decisions,
even
though
San
Francisco,
Oakland
and
Sacramento
are
trying
to
take
our
city
rights
away.
Thank
you.
A
F
So
I
look
at
this
as
a
numbers
game.
It's
always
a
numbers
game
and
if
you
look
at
what
we
are
putting
into
the
city
via
Apple
and
what
is
being
proposed
in
office
space
at
Valco,
that's
somewhere
around
20,000,
maybe
plus
employees,
most
of
those
want
to
go
single
driver
and
the
reasons
they
want
to
go
single
drivers
because
their
double
income,
families
they
have
to
drop
their
kids
off
in
the
morning.
They
have
to
pick
them
up
at
night.
F
They
have
two
people,
one
goes
early,
one
goes,
you
know
late,
and
there
are
other
reasons
as
well,
but
I've
looked
at
all
these
VTA
solutions,
Bart
solutions
and
all
of
that
we
live
in
a
very
suburban
world
where
the
where
people
don't
live
anywhere
near
a
Transit
Center
most
of
the
workplaces
aren't
near
transit
center.
You
have
this
last
mile,
first
mile
thing,
even
if
you
were
wildly
successful
again,
it's
a
numbers
game
wildly
successful
and
you
could
impact
20%
I
mean
we
would
think
that
we
had
won
the
lottery.
F
If
we
could
get
20%
to
take
mass
transit
right,
a
bicycle
or
walk,
you
still
have
the
80%,
which
could
be
16
to
20,000
new
vehicles
and
convert
Ino.
On
top
of
what
we
already
have
and
I've
often
said
this
to
people
that
view
to
take
those
20,000
new
vehicles
and
just
stack
them
along
to
80
and
to
end
it
would
go
for
a
hundred
miles.
The
new
vehicles
would
go
from
Cupertino
all
the
way
to
Santa
Rosa.
It
would
take
you
two
hours
to
pass
them
on
the
freeway.
F
F
It's
the
offices
that
craze
the
transportation
problem
and
transportation
should
be
the
number
one
issue
in
the
city,
because
I'm
telling
you
incent
and
and
Los
Altos
Hills
right
now,
they're
having
a
really
big
problem,
because
Waze
is
diverting
traffic
off
of
highway
280
through
the
neighborhood
streets
of
Los
Altos
Hills,
and
this
is
a
huge
issue
in
Los,
Altos
Hills
right
now.
They're,
putting
up
signs
that
say
not
a
through
Street
on
through
streets,
okay,
guess
how
enforceable
that
is.
F
You
know
and
they're
trying
to
do
this
all
over
the
United
States,
where
we
have
big
impacted
areas
where
they've
been
over
built
with
offices.
I
think
the
issue
should
be.
How
do
we
get
out
of
the
offices
because
I
think,
ultimately,
that's
going
to
have
a
much
bigger
impact
on
traffic
than
some
of
these
other
other
thing.
I
applaud
you
for
doing
it.
We
need
to
do
it,
but
I.
Just
don't
just
aren't
there.
A
Thanks
for
that,
I
might
just
say
quickly.
You
know
in
respect
of
my
role,
our
role
in
position.
Is
this
really
just
to
help
look
at
what
we
think
the
reasonable
opportunities
are
so
I
think
you're
right?
It
is
a
numbers
game.
It
is
about
understanding
what
the
possibilities
are.
I
will
say,
you
know
for
your
major
employers
in
the
Bay
Area
that
have
the
suburban
office
developments
and
I.
Don't
know
apples
numbers
specifically,
but
though
they
do
have
among
the
most
effective
shuttle
programs.
A
G
First,
I
have
to
say
I'm
Jeff
Paulson
I'm
speaking
as
a
private
citizen,
not
as
a
planning
Commissioner.
You
know
my
family
has
been
in
this
valley
for
105
years
and
when
my
grandfather
started,
the
Palo
Alto
Medical
Foundation
in
1929,
there
was
a
great
light
rail
system,
electric,
suburban
trolleys,
trains,
etc.
G
Criss
crossing
the
valley
and
I
think
that
the
oil
companies,
the
car
companies
and
Dwight
Eisenhower,
seduced
by
the
smooth,
Bato,
buns
and
Hitler's
Germany,
created
a
network
of
transportation
that
has
set
us
back
a
hundred
years
that
combined
with
the
Wild
West
mentality,
we
have
in
the
Bay
Area
that
fosters
27
different
transit
agencies
and
every
one
with
his/her
own
different
cars
and
styles
are
driving.
We
like
to
be
independent
here,
however,
we
are
growing
to
the
point
where
that's
just
become
untenable
for
daily
commutes.
So
my
question
is
I.
G
Think
the
best
solution
is
to
put
light
rail
down
the
fast
lane
of
the
freeway,
with
elevators
and
ramps
at
cross,
streets
and
overpasses.
But
how
do
we
get
people
to
give
up
a
lane
of
a
freeway?
It's
easy
to
build
freeways,
but
just
like
loosening
your
bell
to
solve
obesity,
it
kind
of
is
self-defeating.
After
a
little
while.
H
I'm
Connie
Cunningham
I'm
a
31
year
resident
of
Cupertino
and
I
think
I
can
recognize
that
our
city
is
growing
too.
The
way
the
rest
of
the
communities
are
growing
around
here
and
that,
in
fact,
we
have
to
face
the
fact
that
we,
whether
we
pay
for
parking
or
choose
one
of
the
other
alternatives,
it's
a
huge
change
and
that
the
way
we
have
done
it
in
the
past
simply
isn't
going
to
be
the
way
that
we
do
it
today,
I'm
very
interested.
You
had.
H
In
the
beginning,
that
recommended
is
BRT
on
the
Stevens
Creek
who's.
Recommending
that
I
didn't
understand
from
your
the
VTA
is
ok,
big.
The
reason
I
ask
is
because
I'm
very
interested
in
that
light
rail
up
85
that
mr.
Paulsen
suggested
and
I
don't
know
that
VTA
is
providing
the
mount
of
buses,
even
the
this
BRT
that
you
say
they've
recommended,
but
we're
talking
just
buses.
You
know
to
get
from
here
to
any
points
to
the
Sunnyvale
station.
H
I've
been
looking
at
those
different
routes
and
we
really
are
underserved
in
so
many
different
ways
and
I
think
in
order
to
encourage
people
to
get
out
of
their
cars,
I
wouldn't
mind
getting
out
of
my
car,
but
you
know
you
do
have
to
have
someplace
to
get
on
to
and
take
you
someplace,
so
I
think
a
lot
of
the
things
that
you're
talking
about,
including
the
only
comment
I'd
say
about
paying
for
parking
I
know.
Is
it
sometimes
people
don't
go
someplace?
Oh
there
you
go
if
they
have
to
pay
for
parking.
H
A
J
J
I
J
So
I'm,
75
years
old
in
the
last
five
years,
I've
nearly
been
run
over
three
times
by
cars.
Who
would
hit
me
if
I
hadn't
stomped
in
each
case
I
was
crossing?
The
intersection
always
have
two
intersections
legally
I
had
the
walk,
light
going
and
I
looked
and
someone
he
was
determined
to
make
the
right
turn
and
hit
me
didn't
care.
The
funny
thing
and
the
back
of
his
pickup
said
our
goal
is
safety
and
I
said:
that's
a
work
in
progress.
J
I
used
to
belong
to
a
bicycle
club:
half
the
members
of
the
club
had
been
hospitalized
because
of
accidents,
while
bicycling
bicycling
is
inherently
dangerous,
don't
think
because
you're
in
bicycling
you
are
safe.
You
are
not
yours,
three
to
five
feet
away
from
a
car
passing
so
walking
is
inherently
dangerous.
You
can
be
walking
the
sidewalk
where.
J
Taxis,
this
is
different
from
an
autonomous
car
which
will
improve
things
some,
but
all
of
you,
Donny
is
gone
from
one
car
to
another.
One
spends
96%
of
its
time,
parked
somewhere
in
your
garage
or
where
you
work
or
something
like
that.
The
taxi
does
not.
It
sees
going
around
picking
up
people
or
going
over
somewhere
to
charge
its
batteries.
It's
optimized
for
carrying
two
people.
You
can
have
larger
ones
for
four:
they
can
travel
in
packs,
far
more
efficient.
They
can
remove
half
the
cars
easily
from
the
road.
That
is
the
future
I.
J
B
My
name
is
Peggy
and
I
live
in
Cupertino
and
you
talk
about
offices
and
how
to
get
the
workers.
Well,
in
this
day
and
age,
people
don't
stay
in
companies
for
20
years
they
move,
and
so
you
get
an
apartment
or
a
house
or
a
condo
in
one
place
and
you're
working
right
next
door
and
then
all
of
a
sudden
you
change
jobs
or
the
company
moves
and
your
kids
are
still
in
school
or
your
wife
is
working
there.
So
I
think
thinking
that
you're
solving
the
problem
by
addressing
office
is
a
moot
point.
B
I
think
that
that's
more
of
a
global
Bay
Area
issue,
but
for
our
city,
having
residents
with
services
where
you
don't
have
to
go,
drive
to
go
shopping
or
you
don't
have
to
go
to
the
grocery
store
in
Milpitas
helps
with
those
trips,
but
the
office
stuff
I
think
you
just
do
officer,
don't
have
anymore
and
spread
it
out
across
the
the
Bay.
Area,
don't
concentrate
it
anyway.
A
M
Hi
I'm
Dave
Fung,
also
speaking
as
a
citizen
I'm,
a
planning
Commissioner,
so
one
of
the
things
I
think
that
got
touched
on
here
is
about
the
first
and
last
mile
problem,
and
so
one
of
the
things
I
would
hope.
We
do
is
a
concrete
thing.
Concrete
suggestions,
I
hope
we
could
articulate
a
plan
for
a
multimodal
transit
center
to
actually
be
in
as
part
of
this.
This
plan
and
the
multimodal
part
is
interesting
because
the
only
mode
that
kind
of
goes
there
now
is
would
be
buses
right.
M
But
but
when
you
start
to
talk
about
things
like
having
a
shuttle,
you
know
a
shuttle
that
ran
between
coucher.
You
know
between
electrified,
Caltrain
and
Cupertino
somewhere.
This
turns
out
to
be
a
great
somewhere.
It's
going
to
be
a
place
that
has
retail
a
place
to
do
other
things
a
place
to
depressurize
these
things,
and-
and
so
hopefully
you
can
do
that
in
a
way
that
doesn't
require
people
to
go
and
park
there
all
day.
M
So
you
know
you
don't
have
to
have
a
VTA
kind
of
parking
structure
and
that
really
you
know
again
some
of
the
some
of
the
more
more
kind
of
future
facing
ideas
like
having
you
know
autonomous
vehicle,
an
autonomous
shuttle.
It
gets
you
that
you
call
it
gets
you
from
your
house
to
the
Transfer.
Center
would
be
great,
but
we
need
to
actually
we
need
to
actually
put
that
somewhere
and
rod
was
here
at
you
know
the
biggest
proponent
of
a
Transit
Center
he
ducked
and
hopefully
he's
working
on
it
somewhere
else.
M
N
C
When
I
I'm
Randi
Sheng
guy
I
live
in
San
Jose,
but
in
the
Cupertino
Union
School
District,
when
I
started
working
in
a
new
building
in
Mountain
View,
they
get,
we
all
got
VTA
passes,
okay,
and
that's
all
that
ever
happened.
We
got
VTA
passes.
So
what
I
would
like
to
see
is
is
some
kind
of
commitment
from
the
developer,
and
maybe
you
know,
maybe
it
should
be
in
writing
that
they're
gonna
meet
certain
performance
goals
and
that
they're
going
to
continue
to
invest
to
meet
those
goals.
C
I
They
have
a
little
separated
bike
lane
it's
a
little
bit
lower
than
the
sidewalk
a
little
bit
higher
than
the
street,
and
there
are
just
tons
of
people
biking
and
didn't
see
a
single
incident
and
the
bike.
The
cars
are
aware
that
there's
a
lot
of
bikers,
and
so
they
they
should
respectfully
share
the
road
with
them
and
I.
I
Think
we
can't,
let
fear
of
you,
know
bad
drivers
and
stuff
stop
people
from
making
progress
in
in
making
changes
for
bikers
and
pathways
and
stuff
like
that,
so
that
we
can
obviously
not
everybody
can
bike,
but
as
more
people,
we
can
get
bike
and
I
think
the
better
the
community
will
be
for
our
health,
for
the
air
and
for
helping
traffic.
So
just
want
to
say
that
for
biking.
O
So
we
are
talking
about
a
project,
that's
located
in
Cupertino,
a
suburban
city,
that's
surrounded
by
other
suburban
city.
So
when
we
are
talking
about
traffic
management
demand,
you
might
want
to
create
a
transit
light
that
doesn't
exist
now.
It
will
take
ten
years
to
design
another
ten
years
to
build
and
we
don't
have
any
funding.
So
you
should
have
make
assumptions,
that's
not
there,
and
even
if
we
all
get
transit
passes
when
there
is
no
transit
that
can
get
to
where
you
want
to
go
it's
useless.
O
Even
if
we
had
BRT
now
along
Stevens
Creek,
it
still
doesn't
go
to
a
lot
of
places,
including
Silicon
Valley,
because
there
is
not
an
efficient
and
reliable
network.
Now
in
Silicon
Valley
you're
not
going
to
change
that
the
Delhi
legislators
are
not
going
to
change
that
in
the
next
10
20
years.
So
that's
not
make
that
assumption,
and
there
are
cities
like
Portland
where
they
invested
a
lot
in
light
rail
transit,
guess
what
their
chances
right
there,
trucks,
ships
dropped.
O
They
have
a
lot
of
banks
too,
but
then,
when
you
don't
have
a
good
network
transit
ridership
drop
in
LA,
they
are
building
a
lot
of
housing
in
transit
stops
and
in
the
past
five
years,
transit
ridership
dropped
15%,
because
people
just
don't
write
transit
when
it
doesn't
go
to
the
places
you
need
to
go
and
the
examples
you
have
Stanford
University
is
a
single
employer.
Most
students
live
on
the
university.
It's
not
whatever
innovative
solution.
O
Everything
works
today.
We
won't
see
traffic
congestion,
so
bad,
getting
worse
every
day,
if
it's
innovative
in
my
work
in
my
not
it's
for
this
project,
we
have
today,
it's
imaginary,
that's
used
practical
method.
The
best
method
don't
generate
the
density
that
general
trips,
that
you
will
reduce
traffic.
L
My
name
is
Frank
and
I'm
kind
of
interested
in
BRT
I
have
been
for
many
years,
and
my
question
is
I
know
that
there's
going
to
be
a
lot
of
objections
from
people
around
here,
as
there
have
been
along
the
BRT
on
yeah
on
El,
Camino,
Real
and
and
I
was
wondering.
How
are
we
going
to
overcome
that
so
that
we
can
actually
improve
transportation,
public
transportation,
because
everything
has
a
price
associated
with
it?
L
L
My
feeling
isn't
in
the
long
term,
it
will
cause
aggravation
in
the
short
term
as
people
get
used
to
it
and
and
are
blocked
from
driving
on
the
streets,
but
as
they
start
realizing
it,
they
will
start
taking
BRT
and
it
will
become
more
useful
in
the
long
run.
So
I
think
it's
very
useful
that
the
thing
that
I
I
questioned
about
is
about
housing
versus
office.
L
Yes,
office
creates
more
traffic
housing
if
done
properly,
can
solve
and
reduce
traffic.
The
question
I
guess
is:
how
do
we
make
it
so
that
office
that
housing
can
be
built
at
a
greater
rate
than
office,
so
they
can
actually
have
a
net
reduction
in
that
and
be
profitable
to
developers
so
that
they'll
attract
them
to
actually
do
it.
A
Thanks,
I
might
just
say
a
quick
word
here,
which
is
that
because
the
gentleman
in
the
back
mentioned
being
an
Amsterdam-
and
you
know
I-
think
people
routinely
will
go
to
the
Netherlands
and
say
well
they're,
just
different.
You
know
they
ride
bikes,
we
don't
ride
bikes,
but
if
you
were
in
1978
in
Amsterdam,
what
you
would
have
seen
was
cars
and
lots
and
lots
of
cars.
It
was
a
sort
of
conscious
decision,
so
kind
of
do.
Your
first
point
is:
how
do
we
make
something
like
BRT
work?
How
do
we
make?
A
You
know
biking
work
as
alternatives.
It
has
to
be
a
conscious
choice
and
I.
Think
you're
right.
People
have
to
understand
that
there
are
a
set
of
trade-offs
that
they
will
make,
and
you
know,
communities
that
make
those
choices
typically
get
to
a
point
where
they
say
we.
They
realize
they
kind
of
can't
build
their
way
out
of
congestion
through
vehicle
to
private
vehicles
alone
and
then
that
they
need
other
solutions
and
then,
as
you
get
serious
about
those
other
solutions,
but
it's
it's
not
a
simple
thing:
it's
not
easy.
You
know
very
much.
A
Having
worked
in
communities
across
the
Bay
Area
and
across
the
country,
you
know
very
try
to
be
very
respectful
that
each
community
wants
to
sort
of
have
charge
of
its
own
destiny
and
in
the
United
States,
that's
the
world
we
live
in,
that
we
try
to
live
in.
So
you
know
you
all
have
to
sort
of
be
the
folks
who
say
hey.
This
is
what
we
really
want,
and
this
is
why
we
think
it
works
and
here's
you
know,
use
folks
like
us
who
can
provide
you
evidence
and
information
to
support
and
understand
those
things.
K
Yes,
so
I
found
it
very
helpful
to
to
get
information
into
our
community.
You
know
we're
a
bunch
of
smart
people.
We
that's
why
we're
here
right
so
to
know
that
a
transportation
system,
albeit
private,
like
Apple,
is
serving
30
to
40
percent
of
their
population
is
not
a
number
I
knew
and
I
suspect
a
lot
of
us
don't
know.
What's
really
going
on
I,
don't
know
the
cost
of
something
like
that.
It
is
actually
it's
a
funny
thing:
it's
a
private
transportation
system
has
grown
up
in
ten
years.
K
It's
not
just
Apple,
it's
Google
and
Tesla
and
I've
rodeos
I
mean
it's
actually
solved
a
problem
and
done
quite
a
bit,
and
the
question
is
well
can't
we
go
with
that
and
you
know
camp
on
what
they've
done
so
that
that
would
be
important,
but
we
need
numbers.
We
need
lots
of
different
types
of
we.
If
we
can't,
we
don't
have
those
numbers,
we're
gonna
go
on
what
we
think
and
that
hurts
us.
K
You
mentioned
earlier
that
this
thing
about
the
utility
of
the
roads
off-peak
hours
now,
I
am
retired,
so
I
Drive
around
in
Cupertino
off-peak
hours,
I
stay
away
from
peak
hours.
It's
my
observation
that
our
roads
are
actually
not
vacant
during
off-peak
hours.
Sure
two
in
the
morning,
yeah
no
problem,
but
you
know
if
you
go
out
right
now,
the
roads
are
fairly
busy.
So
one
of
the
things
that
be
very
useful
for
us
to
understand
is
you
know.
K
Where
are
we
really
sitting
in
that
off-peak
hours
same
way,
when
you
mentioned
people
going
out
and
people
coming
in
yeah,
we
know
about
their
going
out,
but
the
people
coming
in
is
a
big
big
part
of
it,
and
we've
got
people
going
to
Apple.
We
have
people
going
DeAnza
College
if
there
are
any
ways
that
we
can
mitigate
that
and
make
it
better
that's
great,
but
we
need
to
know
what
those
things
are
and
it
seems
like
you
have
access
to
that
information.
Q
Q
P
B
I
think
it
was
Henry
the
idea
I
mean
Google
and
Apple
have
their
own
transportation
system.
Is
there
any
way
we
can
piggyback
on
it
to
have
non
employees
have
a
ride.
The
other
thing
is
I,
went
to
Palo
Alto
transit
center
and
it
takes
a
lot
of
land
and
I've
seen
in
other
product
projects
that
a
Transit
Center
is
just
a
parking
space
for
one
bus.
So
have
you
looked
at
what
makes
a
good
Transit,
Center
and
you're
talking
about
a
lot
of
bikes?
B
A
You
I
mean
I,
think
the
question
of
what
makes
a
good
Transit
Center
is
really
about
the
context
that
you're
building
in
the
one
example
I
can
say
in
terms
of
you
know,
employer-provided
shuttles
that
so
the
Marguerite
shadow
that
Stanford
runs
is
available
for
other
folks,
the
private
shuttles
that
the
you
know,
private
sector
companies
tend
not
to
be
available.
Is
there
a
model
where
that
works
yeah?
There
are
models,
but
you
know
it's
much
more
complicated,
probably
so,
but
it's
certainly
something
that's
worth
talking
about.
E
Hi,
my
name
is
Kitty
and
I
live
in
Cupertino
I
just
wanted
to
add
some
data
since
you're
talking
about
Apple
Apple
Campus
2
has
14200
employees
when
they
finally
occupy.
They
had
a
shortage
of
3220
parking
spaces.
The
shuttle
was
last
reported
in
the
paper
as
having
1,600
employees
on
it
and
it
was
costing
35
million
per
year
and
that's
20
1875
per
employee
I'm
fighting
some
newer
data,
that's
showing
12,000
to
15,000
per
employee
per
year.
E
So
you
can,
you
know,
pretty
much
cut
the
35
million
in
half,
but
still
that's
a
huge
amount
and
if
you're
trying
to
have
an
employer
come
in
to
Valco
and
it's
not
Apple
you're
gonna
have
to
they're
going
to
have
to
pony
up.
You
know
twelve
to
fifteen
thousand
for
each
employee
and
that's
huge
another
issue
that
people
have
mentioned
is
that
were
kind
of
in
a
transit
desert
here.
So
you
know,
and
it's
kind
of
a
joke.
E
If
you're
trying
to
get
over
to
Moffett
Field
area,
you
can
drive,
take
you
20
minutes
or
take
the
bus
and
it'll
be
an
hour
and
a
half
to
an
hour
and
forty-five
or
if
you're,
trying
to
get
to
multi-dose
area
it'll,
you
can
drive
there.
Twenty
minutes,
take
the
bus
for
an
hour
and
30
to
an
hour
and
forty-five
so
that
rapid
transit,
the
BRT
up
and
down
Stevens
Creek.
The
problem
beyond
that
is
that
you
need
to
go
somewhere
else.
So
we
already
have
the
bus
that
can
take
you
down.
E
Stevens
Creek,
it's
getting
connected
to
go
to
these
other
locations
which
isn't
working
and
VTA
has
lost
ridership
and
I.
Believe
there
have
the
lowest
ridership
they've
had
in
about
thirty
years.
It
was
recently
reported,
and
also
going
back
to
the
level
of
service
calculations,
and
the
general
plan
was
done
and
I
had
a
study
of
two
million
square
feet
of
office
at
Valco
600,000
square
feet
of
retail,
in
between
600
and
800
residential
units.
The
whole
east
side
went
to
level
of
service
F,
and
this
was
done
years
ago.
E
O
I
think
we
shouldn't
forget:
the
City
Council
had
a
chance
to
fix
the
host
in
a
general
plan.
Last
year
before
a
speech,
35
is
enacted.
Darci
Paul
alerted
everyone.
There
is
possibility.
If
we
leave
the
office
space
as
2
million
square
feet,
we
could
have
a
massive
streamlining
the
project
that
the
City
Council
can
do
nothing
about.
He
alerted
that
the
staff
acted
quickly
put
it
on
the
council
agenda,
even
publishes
public
notice
in
the
newspaper,
but
in
the
next
meeting
three
council
members
illegally,
when
the
item
is
not
even
on
the
agenda.
O
Three
council
members
illegally
removed
that
agenda
item,
so
that
we
couldn't
even
have
a
chance
to
discuss
the
danger
of
SB
straits
35
application
in
BALCO.
We
never
discussed
the
risk.
Can
we
effects
it?
Should
we
fix
it
shouldn't
we
even
discuss
it?
The
three
council
members
rods
the
Vita
and
Barry
with
their
now
to
even
touch
the
topic
to
protect
Cupertino
from
this
SB,
so
different
application,
and
now
here
is
using
that
to
bully
Cupertino
residents
for
a
very
tense
project.
Who
should
we
blame?
O
Let's
not
forget
that,
and
also,
as
we
are
doing
this
project,
we
shouldn't
be
interfered
by
speech.
35.
The
project
should
adhere
to
the
general
plan
principle,
which
is
retail
retail.
We
want
the
general
plan
says
that
it
should
provide
destination
retail
force
in
Santa,
Clara
Valley,
the
Santa
Clara
Valley
people
tend
to
drive
to
shop.
If
you
charge
parking,
you
kill
the
retail,
you
kill
the
retail,
so
we
have
to.
We
cannot
change
people's
behavior
when
we
design
a
project.
It's
all
nice
to
have
a
bikable
community,
all
nice
to
have
transit.
O
We
should
go
there.
Eventually.
We
should
change
the
entire
Valley
to
go
there,
but
with
one
project
we
cannot
change
everything.
We
have
to
be
practical.
The
project
has
to
follow
the
plan
we
set
in
the
general
plan,
and
today,
with
our
retail,
everyone
is
driving
to
great
more
to
other
shopping
malls
around
the
area
to
shop
commuter
traffic
is
only
20%
of
all
the
trips
that
people
take.
O
If
we
have
a
shopping
mall
in
Cupertino
that
provide
the
services,
not
only
it
could
have
met
a
small
business
after
school,
a
lot
of
services
in
Cupertino.
It
will
reduce
the
trips
people
take
outside
and
it
will
generate
sales
tax
and
another
thing:
teachers
where
everyone
is
using
teachers
to
say
we
want
to
build
housing,
but
a
lot
of
teachers
could
today
and
a
lot
of
people
prefer
who
provides
service
today
for
Cupertino
commune
in
because
they
found
the
comfortable
homes
they
bought
in
other
cities.
O
They
have
been
commuting
in
for
20
years,
30
years
they
are
comfortable
in
their
own
home.
They
wouldn't
want
to
live
in
cram.
The
apartment,
30,000
workers
currently
commute
into
Cupertino.
Today
now
30,000
workers
working
for
Pertino
today,
80%
commute
in
that's
24,000,
Alpo
Park
we're
at
14,000.
If
we
add
1.8
million
invoker,
that's
12,000
more
workers,
because
the
current
data
is
150
square
feet
per
worker.
O
That
means
we
would
double
the
amount
of
people
who
commute
in
imagine
how
much
longer
our
teachers,
people
who
work
in
caproni
will
have
to
take
to
commute
to
Cupertino.
That's
what
we
need
to
consider
when
we
talk
about
transportation.
People
who
currently
work
in
Cupertino
will
be
severely
impacted
by
what
we
decide
today.
Thank
you.
Thank.
M
A
H
H
I
can
see
where
there
might
be
some
some
possibilities
for
might
be
slightly
lower,
so
you
could
get
some
office
space
lower,
I,
understand
all
about
feasibility
and
economics
and
that
sort
of
thing,
however,
the
crying
need
simply
crying
need
in
our
area,
is
for
people
who
cannot
afford
to
live
here,
but
who
can
work
here?
We
don't
mind
them
working
here.
We
just
don't
want
them.
Living
here,
I
find
that
very
odd
I
grew
up
myself
in
a
poor
family.
We
were
fortunately
never
homeless.
H
However,
I
can
certainly
see
it
from
the
perspective
of
a
person
who
California
answered
our
dreams.
California
was
the
place
where
you
could
get
a
job.
You
could
find
a
house
even
if
it
was
small
you
could
get
ahead
and
here
in
our
city,
where
we
have
so
much
money
and
I
love
the
quote
from
the
woman
who
is
the
head
of
destination
home
when
she
said
we
have
all
the
problem.
We
have
all
the
solution
right
here
within
20
miles.
F
This
is
a
question
for
optic
us
dr.,
Koh's,
we're
hearing
about
transportation
and
that's
one
of
the
things
one
of
the
really
big
problems
that
we
have
to
face,
but
I
think
most
of
the
residents
here.
Look
at
SB
35.
They
look
at
the
hills
at
Valco
and
they
say
they
say
my
gosh.
Our
shopping
is
going
to
be
leaving
us
I'm,
not
even
sure
of
400
thousand
square
feet
of
retail
would
make
it
in
an
office
complex
we're
wondering
if
there's
a
better
trade
off.
F
Can
another
trade
off
be
made
where
we
have
less
office
and
more
retail,
and
in
that
context,
I
haven't
seen
the
same
kind
of
emphasis,
we're
looking
for
all
kinds
of
solutions
for
transportation.
Have
we
exhausted
the
review
of
what
would
it
would
take
to
make
a
really
robust,
mixed-use
nonetheless,
but
retail
establishment
there
I
happen
to
be
fortunate
to
travel
all
over
the
world.
F
That
was
a
lot
more
conducive
to
what
the
residents
need
as
opposed
to
what
industry
needs.
Here.
We're
going
to
be
suffering
with
the
consequences
whatever
is
built,
and
wouldn't
it
be
nice
if
we
had
good
entertainment,
good
restaurants
and
good
good
place
to
shop.
I'd
really
like
to
see
a
study,
bioptic
house
as
a
part
of
this
process
that
say
what
is
it
about
the
retail
places,
the
villages
that
are
being
built
all
over
the
country?
That's
successful,
and
why
couldn't
we
use
that
same
that
formula?
F
Whatever
that
formula
is
I
have
to
say
there
happen
in
places
the
one
in
Meridian,
the
guy
that
invented
or
built
the?
Rather
you
know
the
the
fountains
at
Bellagio
in
Las,
Vegas
they've
got
one
of
those
at
the
Meridian
place
and
it's
all
to
music
and
beautiful
colors,
and
all
that
kind
of
things.
Lots
of
things
that
are
entertaining
and
gets
the
the
local
community
involved
so
be
interested
just
to
get
feedback
on
that
cuz
I
didn't
see
it.
R
That's
really
why
we're
here
this
week
is:
we
are
actually
putting
the
pencil
to
paper
to
begin
to
explore
some
of
these
alternatives,
and
that's
why
we
also
have
a
multidisciplinary
team.
So
that's
not
just
design
ideas.
It's
our
transportation
consultant
working
on
us
trying
to
figure
out
how
much
mitigation
we
can
do
for
the
traffic,
but
it's
also
our
retail
consultant.
R
L
R
Yeah,
so
it's
a
great
question:
Steve
Lawton
for
Main
Street
properties,
who's,
a
retail
expert,
we'll
be
with
Ben
sigmund
tomorrow.
So
Ben
was
here
last
night,
he's
bringing
Steve
Lawton
and
what
I
will
say
is
what
I've
heard
from
Steve
is
the
biggest
challenge
for
this
site
and
retailers
effect
that
what
three
miles
down
the
freeway
you
have
almost
two
million
square
feet
of
the
most
successful
retail
in
Northern
California.
So
that
that's
one
of
the
many
challenges.
R
But
what
I
would
say
is
come
tomorrow
and
ask
Steve
those
questions,
because
that's
why
we
have
those
experts
on
the
team
tomorrow.
Sorry
all
clarify
so
but
and
let
me
find
out
if
he
could
be
accessible
at
other
points
during
this
week
to
answer
specific
questions
but
yeah
as
we
go
through
the
week,
we'll
be
generating
different
alternatives
to
explore
different
program
parameters,
including
different.
N
N
R
N
R
A
A
You
know
our
job
frankly,
as
professionals
is
to
look
at
what
the
opportunities
are
to
try
to
give
you
the
best
data
information
that
we
have
available
to
answer
those
questions.
To
recognize
that
you
know
you
don't
just
get
rid
of
impacts
because
you
want
them
to
go
away.
You
have
to
think
carefully
about
it.
You
have
to
be
thoughtful.
A
You
have
to
have
some
pretty
big
visionary
ideas
out
there,
while
recognizing
that
those
don't
all
happen
overnight
and
I
hear
from
many
of
you
concerns
that
are
very
legitimate,
that
you
know,
you're
not
just
gonna,
create
this
great
transportation
system.
Just
because
you
wanted
it's
gonna
take
effort,
it's
gonna.
Take
you
know,
resources.
It's
gonna
take
a
lot
of
different
things
that
contribute
to
that.
But
hopefully
you
know
we
can
have
that
conversation.
A
You
can
use
that
information
and
then
you,
as
a
community
working
with
your
you
know
your
elected
officials
ultimately
kind
of
get
to
decide
what
becomes
of
this
thing
so
I
appreciate
you
guys
all
taking
the
time
during
the
day
to
come.
Listen
to
me
and
it's
great
to
be
here
and
that's
that's
all
I
have
so
I
mean
I
know.
This
goes
continues
and
goes
on.
So
there's
a
lot
of
opportunity
to
be
engaged
in
future
days
and
throughout
the
day
today.
So
thank
you
all.