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From YouTube: DEC 2, 2019 | Transportation & Environment Committee
Description
City of San José
Transportation & Environment Committee
View agenda at https://sanjose.legistar.com/View.ashx?M=A&ID=709898&GUID=E4D32693-2181-439F-B4BC-894990D0F9F8
B
A
C
A
D
D
D
This
is
kind
of
our
passenger
growth.
Over
a
ten
year
period,
we've
noted
a
few
things
in
November
of
2017.
We
hit
the
12.2
million
annual
passenger
trigger
from
the
old
airline
agreement.
That
meant
we
could
start
phase
two
with
the
airlines
permission.
We
chose
not
to
do
that
because
it
wasn't
the
right
time
for
the
airport
to
to
go
forward
with
that.
D
In
late,
2017
or
September
of
2018,
we
hit
14
million
annual
passengers,
which
was
the
capacity
of
the
28
gates
that
we
have,
and
you
may
recall,
we
added
two
gates
that
year
gate,
29
and
30.
Shortly
after
that,
we
added
this
gates
that
we
opened
earlier
this
year.
As
you
can
see,
we're
calculating
ending
up
with
fifteen
point
seven
million
passengers
this
year
and
going
forward
even
at
a
reasonable
three
percent
growth
rate.
We
end
up
at
18
million
passengers
by
2023.
D
The
passengers
per
gate
continues
to
surge
passengers
per
gate
as
a
metric
that
we
can
use
to
illustrate
level
of
service.
If
you
see
the
two
red
lines
on
the
chart,
one
was
to
hide
during
just
before
9/11
and
one
was
the
low
of
the
Great
Recession
inside
that
range
of
the
two
red
lines.
We
have
a
level
of
service,
that's
achievable
and
and
comfortable
for
the
passengers.
D
So
let's
talk
a
little
bit
about
Phase
two
at
the
airport.
Why?
Now?
The
airport
has
approval
from
the
airlines
in
our
new
lease
agreement
to
continue
looking
at
Phase,
two
eleven
of
the
thirteen
airlines
out
at
the
airport
have
signed
that
long-term
agreement
committing
to
ten
years
with
the
airport,
while
the
airport's
added
eight
temporary
gates
since
2017,
it
did
not
add
any
supporting
infrastructure.
So
no
bag
is
screening,
no
more
ticket
counters,
no
more
passenger
screening
etc.
D
The
airport
continues
to
experience
challenges
at
peak
hours,
given
the
time
requirement
for
procurement,
design
and
construction.
We
need
to
start
talking
about
this
now.
Demand
for
air
traffic
will
only
increase
with
the
new
downtown
corporate
and
residential
projects
that
are
on
lined
and
high
quality
of
service
from
the
airport
helps
attract
and
retain
downtown
and
other
corporate
partners
in
the
San
Jose
area.
D
What
happens
without
phase
two
increased
congestion
impacts
to
passenger
experience,
potential
delays,
declining
levels
of
service
in
Terminal
B,
with
all
eight
TSA
checkpoints
open
from
the
hours
of
5:00
to
9:00,
we
still
have
the
queues
line
up
all
the
way
to
the
ticket
counter.
On
this.
On
the
first
floor,
an
increased
flight
activity
could
require
hard
standing
of
some
of
the
airplane
gates,
which
is
where
we
parked
them
off
terminal,
and
you
take
a
bus
from.
D
D
D
D
D
D
And
then
the
police
department
hanger,
which
is
a
measure,
t
project
I'm,
sorry
the
mic
keeps
going
out,
but
some
of
the
future
projects
a
cargo
building
for
belly
cargo.
But
this
will
be
a
real
estate
transaction,
a
p3.
Well,
we
will
rent
the
land
to
somebody
to
come
in
and
develop
it
and
be
the
landlord
for
us.
D
Working
structure
in
the
terminal
zone,
new
fueling
station
for
our
fleet
and
new
terminal
aprons
that
are
again
funded
by
the
FAA
at
80%,
some
other
interesting
projects
for
us,
the
new
hotel,
which
will
also
be
a
a
p3
real
estate
transaction
and
then
the
runway
incursion
mitigation,
which
is
the
airfield
safety
projects.
That's
80%,
funded
by
the
FAA
in
phase
2.
We
will
be
building
a
new
terminal
C,
which
is
basically
a
mirror
of
the
current
terminal.
D
D
As
far
as
financing
will
start
with
commercial
paper,
hopefully
in
the
summer
of
2020,
to
fund
the
project
until
we
get
a
guaranteed
maximum
price
negotiated,
at
which
time
we'll
we'll
secure
bonds
for
that
amount
to
cover
us
for
the
remainder
of
the
project
and
the
airline
agreement
requires
us
to
consult
with
the
airlines
on
the
design
process
and
with
our
partnership
anyways,
it's
important
for
us
to
be
lined
up
with
them.
So
we'll
continue
to
do
that.
D
D
D
We
did
a
financial
analysis
to
kind
of
work
through
this,
starting
out
with
our
passenger
scenarios
to
kind
of
describe
what
we
were
looking
at
when
we
were
modeling
this.
We
have
a
base
case,
which
basically
says
we'll
stop
growing
at
these
record.
Paces
will
grow
at
the
FAA
average
of
about
2%
out
into
the
future,
just
to
make
sure
that
we
could
afford
to
pay
for
this.
Regardless
what
happens
with
the
economy?
D
Each
one
of
those
four
models
will
be
displayed
here
and
show
you
what
that
means
financially
for
us
if
we
took
on
this
project,
so
the
first
line
here
is
the
CPE
adjusted
for
inflation.
You
may
remember
back
in
0:08,
we
set
the
twelve
dollar
CPE
at
two
thousand
seven
dollars
and
we've
adjusted
it
up
to
show
it
kind
of
in
in
perspective.
D
The
next
one
will
be
the
base
case,
which
remember,
was
a
fairly
positive,
idealistic
approach
of
not
having
a
recession
and
not
having
a
correction
in
the
market,
but
that
base
case
shows
us
staying
well
below
that
twelve
dollar
inflated
CPE,
the
next
one
in
economic
slowdown,
the
it
increases
a
little
bit.
The
following
one
will
be
the
recessionary,
one
gets
up
about
$22
CPE
and
then
the
the
last
one
is
the
the
deeper
recession.
D
The
key
on
the
deeper
recession,
the
blue
star
that
you
see
there
that's
lined
up
with
the
green
vertical
line,
would
be
the
first
time
in
the
airport's
history
that
we
would
have
to
trigger
extraordinary
coverage,
which
means
we
couldn't
meet
all
of
our
debts.
But
the
airlines
are
obligated
under
the
agreement
to
pay
the
balance.
So
in
that
scenario,
we
don't
miss
it
by
very
much
I
wanted
to
explain
the
situation
a
little.
We
miss
it
by
nine
hundred
thousand
dollars
of
paying
our
bills.
D
So
the
airline's
would
have
to
contribute
an
extra
nine
hundred
thousand
dollars
just
because
I
can't
pay.
My
bills
doesn't
mean
the
general
fund
steps
in
the
airline's
step
in
with
extraordinary
coverage
first.
Additionally,
since
it's
only
nine
hundred
thousand
dollars,
I
have
about
fourteen
million
dollars
worth
of
R&R
that
I
use
every
year.
It
would
be
simple
just
to
say
we're
not
going
to
change
the
carpet
this
year.
That'll
save
us
a
million.
Now
we
don't
do
extraordinary
coverage
and
we
do
the
carpet
the
following
year.
D
So
there
are
a
lot
of
options
for
us
to
work
our
way
out
of
this,
but
I
wanted
to
lay
out
how
it
would
look
just
with
no
changes
to
the
assumptions
that
there
was
one
year
that
was
bad
for
us.
The
next
chart
is
just
kind
of
the
numerical
values
that
went
into
that
line.
Chart
I'm
sure
it
was
just
guessing.
Some
of
you
might
like
the
numbers
better.
D
D
One
just
to
lay
this
out
for
you
to
show
that
there's,
there's
still
there's
still
time
for
us
to
talk
about
this.
We
plan
on
discussing
with
Council
several
times
before.
We
actually
make
any
motion
towards
going
down
this
road
and
that
even
at
this
rate,
which
is
an
accelerated
rate,
the
building
doesn't
complete
till
mid
2024
and
that's
the
deal
of
the
the
number
of
passengers
I
have
now
and
building
the
building.
E
Good
evening,
commissioner,
council
members,
john
court
is
speaking
on
behalf
of
myself,
I'm
a
resident
of
the
bay
area
for
over
40
years
now,
I'm
glad
to
see
more
people
coming
to
San,
Jose
Airport
and
helping
our
booming
economy,
but
I'm
really
disappointed
with
data
many
aspects
of
this
plan
in
the
future
forecast
for
our
future
for
the
airport.
It's
very
backwards.
E
Looking
to
me,
instead
of
being
forwards,
looking
to
things
of
right
away
that
jumped
out
to
me
to
spend
42
million
dollars
for
900
new
economy
parking
spots
works
out
to
46
style
dollars
for
a
parking
spot.
We
should
not
be
building
any
more
parking
spots
that
42
million
dollars
should
instead
be
going
to
creating
transportation
options
that
will
get
people
where
they
want
to
go
instead
of
having
a
park
at
the
airport.
E
The
same
thing
goes
for
the
hundred
and
fifteen
million
dollars
$28,000
per
parking
spot,
that
the
plan
is
forecasting
for
4,000
new
parking
spots
in
a
new
parking
garage
again,
a
vast
waste
of
money
that
we
should
not
be
spending.
We
should
not
be
encouraging
people
to
drive
more.
We
should
be
encouraging
them
to
find
alternative
methods
to
get
to
town.
Other
airports
are
not
being
so
dramatic
in
expanding
their
parking,
that's
backwards
thinking.
We
need
to
figure
out
how
to
move
people
and
not
cars.
E
So
please
look
at
that
when
you're
looking
at
these
plans,
the
other
point
I
want
to
make
is
I
have
bicycle
to
San
Jose
Airport.
It
is
not
an
easy
place
to
get
to.
There
is
no
facilities
on
any
of
the
roads
to
make
it
possible
to
get
there
by
bicycle,
even
though
you
have
bicycle
lockers
in
the
parking
garage
again
very
difficult
to
get
across,
so
nothing
in
here
about
doing
that.
It
does
not
align
with
your
accidents.
E
The
Mobility
plan
does
not
in
line
with
your
regional
transportation
plans,
and
it
does
not
align
with
your
climate
action
plan
about
trying
to
do
a
massive
mode
shift
of
getting
people
to
stop
driving.
So
this
plan
is
very
backwards
looking
and
is
not
taking
into
consideration
all
your
other
plans
that
you
say
on
how
you
want
people
to
get
around
in
San
Jose.
Please
send
direction
of
counseling
to
staff
to
fix
this
plan,
so
it
aligns
with
all
your
other
plans.
Thank
you.
Thank.
F
Hi
I
wanted
to
try
to
offer
a
few
things
on
this
item.
What
was
just
spoken
was
was
really
nice
to
hear.
You
know,
conversely,
to
speak
to
what
I
think
the
city
emmaus
has
tried
to
offer
here
in
this
presentation.
They
have
given
us
a
worst-case
scenario
and
hopefully
we
can
grow
and
build
a
positiveness
out
of
this
worst
case
scenario,
we've
seen
the
worst
year
and
now,
let's
hope
what
was
just
suggested.
We
can
work
towards
our
best
and
what's
most
positive
about
ourselves
at
this
time
and
about
our
future.
That's
positive!
F
At
this
time,
I
had
a
quick
question.
I'm
hoping
this
issue
also
will
have
to
deal
with
grant
funding.
Planning
that's
been
will
be
asked
for.
Is
that
correct
on
this
item?
There's
some
grant.
Okay,
there
isn't!
Okay,
that's
for
another
time,
so
I
guess
that's
about
all.
I
have
to
say
today
then,
and
good
luck
on
this
issue.
Thank
you.
Thank.
G
G
I
mean
we
all
know
we
staring
at
the
great
Trump
at
this
recession,
if
not
depression,
which
is
not
the
question
of
his
question
of
when
and
we
were
told
by
staff
the
maximum
exposure
that
the
city
is
going
to
have
his
time
in
the
thousand
dollars,
because
you
know
the
airlines
are
committed
well
through
the
Train.
My
question
is:
is
what
happens
if
the
airlines
go
bankrupt?
Thank
you.
D
I
think
the
idea
that
all
thirteen
airlines
would
go
bankrupt
at
the
same
time
as
is
kind
of
an
extreme
thing
to
happen.
Even
when
we
had
the
Great
Recession
of
a
few
years
back,
you
saw
consolidation,
you
saw
some
of
the
very
minor
airlines
perhaps
go
bankrupt,
but
the
main
group
of
airlines
stayed
strong
rebuilt,
their
business
model
to
maintain
their
ability
to
still
serve
and
I.
Think
the
airport
would
take
that
that
approach,
that
it
may
not
be
all
13
players.
D
I
know
it
sounds
stupid
to
say:
900,000
is
not
that
much
money,
but
in
a
budget
where
you
have
a
14
million
dollar
renewal
and
replacement
fund
to
replace
carpet
and
paint
walls
and
do
that
kind
of
stuff,
finding
$900,000
finding
2
million
would
not
be
something
that
I
would
sit
here
and
say,
I'm
nervous
about
doing
this,
I'm,
not
sure
we
should
go
forward.
I'm
sitting
here,
saying
I'm
comfortable
but
I
wanted
to.
You
know.
D
If
I
manipulate
the
the
base
inputs
to
a
model,
then
it
becomes
unrealistic,
so
I
kept
them
the
same
and
said
I'm
gonna
have
a
14
million
dollar
R
in
our
account
and
showed
that
there
was
a
negative
effect.
I
wanted
to
talk
about
a
change
to
the
model.
Instead
of
making
the
model
not
realistic
and
and
changing
those
variables
in
there.
So
I
feel
comfortable
with
the
even
the
economic
depression,
Great
Recession
kind
of
scenario
that
we
can
get
past
those
couple
years
without
much
trouble
and.
H
D
D
H
D
We've
hired
a
consultant
to
start
modeling
the
opportunity
I
works
at
with
my
staff,
and
we
realized
that
our
consultants
are
paying
six
seven
hundred
dollars
for
a
hotel
room
because
we're
short
hotel
rooms
in
in
San
Jose.
So
the
idea
was
maybe
I
should
take
a
couple
acres
and
make
some
money
on
it
and
service.
D
You
know
the
San
Jose
area
was
another
hotel
and
and
what
kind
of
convenience
having
a
hotel
in
walking
distance
to
the
new
terminal,
see
you
know
right
across
the
street
great
opportunity,
so
they're
working
through
the
the
scenario
to
prove
that
there's
a
business
case.
That
way
we
can
build
an
RFP
to
go
out
to
a
developer
again,
not
City
money,
not
Airport
money
to
a
developer
to
say,
hey,
here's
all
the
facts.
D
Do
your
own
homework
and
propose
to
us
a
hotel
and
a
revenue
share
and
a
rent
part
that
will,
you
know,
make
a
good
financial
deal
for
the
for
the
airport
and
service
our
community,
so
we're
anticipating
getting
the
RFP
for
that
out
next
summer
after
we
get
the
in
buyer
mental
done
and
we
get
through
that
we'd
be
releasing
that
RFP.
But
again
it's
a
no
risk
to
the
airport
or
city,
because
we'd
be
doing
it
as
a
developer.
Project
can.
D
Okay,
so
you
see
the
the
giant
consolidated
rental
car
garage,
the
big
white
thing
that
looks
kind
of
bent
just
to
the
right
of
that
will
be
the
new
parking
garage
that
I
talked
about,
and
then
you
see
the
asphalt
change
colors
in
that
parking
lot,
that
southern
piece.
There
is
what
I'm
looking
at
for
the
for
the
hotel,
so
it'd
be
in
the
southern
part
of
that
loop
that
you
drive
around
right
to
go
to
stay
in
the
the
airport
loop.
D
It
be
that
southern
piece
of
that
loop
looking
at
probably
a
six
to
seven
story,
hotel
that
could
get
about
three
hundred
and
thirty
two,
maybe
three
hundred
and
fifty
rooms
in
it
have
some
conference
rooms.
So
you
know
business
group
could
fly
in,
have
a
conference
with
some
people
and
fly
back
out
so
kind
of
a
very
convenient
operation,
but
that's
about
where
the
location
would
be.
It's.
H
You
find
that
in
many
airports,
especially
in
bigger
cities,
the
one
piece,
though,
to
connect
those
individuals
right
there
they're
all
gonna-
want
to
connect
through
a
car
now
and
that
just
it's
that's
unfortunate.
Knowing
that
you
know
the
light,
rail
is
literally
just
a
hop
and
a
skip
away.
I
know
we're.
We
still
will
have
the
bus
routes
to
go
through,
but
nonetheless
I
think
that
that
would
be
something.
That's
it's
worth
the
conversation.
If
we
begin
to
talk
to
hotel
operators
and
as
that
process
and.
D
This
program
still
maintains
the
the
access
that
we
have
pre
planned
for
the
underground
tunnel.
We
had
a
we
have
a
plan
to
when
we
did
that
connection
from
first
Street
was
to
tunnel
under
the
guadalupe
and
under
the
con
rack
and
have
a
station
on
the
airport,
and
we
we
spent
a
lot
of
money
to
preserve
an
access
point
through
the
garage
and
through
the
terminal
zone,
and
that
will
not
be
disturbed
even
through
this
process,
so
that
if
it
becomes
the
right
connection
and
dear
Don's,
maybe
the
future
connection.
A
A
D
The
way
we
designed
the
the
eight
gates
that
are
there
now
they
they
sit
just
outside
the
footprint
of
the
permanent
building
by
four
feet,
so
that
there's
enough
room
to
get
up
and
put
the
skin
on
the
permanent
building.
So
that's
why
the
new
building
is
so
if
you've
been
in
it,
it's
very
skinny
and
very
long
because
I
wanted
to
stay
outside
that
footprint,
so
that
the
new
building
will
go
up
with
those
gates,
because
if
I
took
those
gates
away,
then
I'd
have
passengers
shoved
in
a
very
small.
A
D
D
The
top
two
floors
into
you
know
by
my
office
space
for
from
my
staff,
for
the
city
staff
or
for
an
airline
staff
so
making
it
flexible
enough
that
can
serve
a
purpose
today
and
then
maybe
reinvent
itself,
right
in
in
10
years,
when
we're
all
flying
around
to
get
to
the
airport
instead
of
driving
and
parking.
So
that's
kind
of
in
the
back
of
our
head
as
how
we
should
be
designing
this
great.
A
That's
very
helpful
to
know
and
or
to
be
reminded,
because
I
think
we've
talked
about
that
before
about
the
parking
and
being
having
convertible
space,
which
I
think
is
very
smart
to
do.
The
the
the
other
question
I
have
about
that
is:
where
would
the
terminal
expand
after
I
mean
it
looks
like
we're?
We're
gonna
be
basically
meeting
demand
and
not
creating
excess
supply
by
doing
the
42
gates,
and
so
I
can
imagine
that
our
Airport
will
need
a
further
expansion
at
some
point
after
this,
whether
it's
20
years
in
the
future
or
more.
D
Realistically,
it
would
probably
have
to
go
north
and
it
wouldn't
gain
many
more
than
another,
four
or
five
gates.
The
original
1997
master
plan
looked
at
49
gates,
we're
looking
at
42
right
now,
and
so
maybe
you
add
another
five
or
six
to
the
north.
You
know
taking
Terminal
A
and
then
a
plus
remember
that
kind
of
you
walk
down
that
path
into
the
other
building
moving
that
out
and
you
know
aligning
it
and
stretching
it
a
little
bit.
D
But
there
is
gonna
be
a
point
where
a
thousand
acre
Airport
has
to
stop,
and
you
know
you
look
at
Denver
International
with
you
know,
30
thousand
acres.
They
could
build
terminals
all
over
the
place.
We've
picked
a
very
tight
spot
between
you
know,
a
couple:
major
roads
and
a
couple
major
freeways
and
and.
D
A
downtown
area
and
we
placed
an
airport
there
and
so
I
think
realistically,
we
need
to
look
at
after
we
start
getting
to
the
point
of
forty
two
gate.
Saturation
is
working
with
the
airlines
to
exchange
an
RJ
that
that
moves.
Fifty
people
and
saying
we
need
to
up
gauge
these
things.
I
need
to
move
more
people,
which
means
I
need
less
small
planes.
D
You
know
in
more
of
the
the
regular-sized
planes
and
get
that
growth
through
up
gauging,
because
that
same
that
RJ
that
moves
50
people
takes
the
same
space
on
the
airport
as
as
the
the
787
that
can
move.
You
know
250
300
people,
so
you
know
looking
at
it
realistically,
we
may
have
to
start
working
that
way
with
our
Airlines
when
we
get
beyond
that
20
to
23
million
passengers.
Okay,.
D
A
42,
if
49
is
our,
if
49
is
our
limit,
we're
almost
there
with
this
master
plan.
Yes,
okay,
that's
thank
you
that's
helpful
and
then
you
had
talked
about
so
you
talked
about
more
more
passengers
per
plane
and
that
kind
of
you
were
talking
about
kind
of
the
crowding
when
we,
when
they
up
sized
their
planes.
Well,
we
have
to
do
anything
with
the
terminals
to
accommodate
more
passengers
in
this
in
the
same
number
of
gates,
not.
D
Really
because,
though,
the
whole
rooms
are
already
set
for
a
737-900
right,
and
so
if,
if
that
planes
there
it's
fine,
but
it
would
take
the
same
real
estate
on
the
ramp
to
park
a
little
RJ
that
handles
50
people.
So
the
ability
to
give
them
seats
and
a
place
to
go,
have
a
drink
or
a
sandwich
still
would
be
there,
because
we
were
planning
that
space.
For
a
you
know:
a
200-seat
airplane,
okay,.
A
A
D
D
Would
pay
us
rent
payments
for
the
land
they
use
and
then
potentially
a
centage
of
their
gross
kind
of
like
a
concession
fee,
and
that
would
just
be
for
belly
cargo
that
wouldn't
be
the
FedEx
or
the
UPS.
But
it
would
be
the
the
boxes
that
go
in
the
belly
of
the
commercial
airplanes,
which
there's
actually
quite
a
bit
of
that.
Okay.
A
A
A
A
G
I
And
as
soon
as
the
presentations
ready
we'll
get
going,
you
do
have
full
information
about
activities
on
major
regional
projects.
In
the
memo
that
was
sent
today,
we're
going
to
highlight
some
of
the
more
significant
ones,
especially
those
that
aren't
coming
to
council
anytime
soon,
for
other
reasons,
so
I
just
wanted
you
to
have
that
that
sense,
all
right.
Next.
I
We're
gonna
go
through
a
couple
of
transit
projects
and
I'm
gonna
turn
it
over
to
here
to
talk
about
the
East
Ridge
to
Bart
regional
connector
and
the
highway
program,
and
then
I'll
cover
the
faster
Bay
Area
program
as
well
all
right
so
the
BART
silicon
valley,
project,
I,
think
everybody
is
familiar
with
this
map.
We
wanted
to
make
sure
everybody
was
aware
of
the
activities
underway.
I.
I
Think
everybody's
probably
heard
in
the
paper
there's
been
a
lot
of
information
about
this,
but
for
those
who
aren't
following
the
phase
one
extension,
the
ten
mile
extension
is
undergoing
train
testing.
That
train
testing
is
going
on
for
the
two
stations
in
Milpitas
and
in
San
Jose
at
areas
the
north
end
Jose
and
then
significant
planning
and
design
and
engineering
work
is
also
underway
for
the
Phase
two
extension.
That's
the
six
mile
extension
with
five
miles
in
a
tunnel
with
four
stations.
I
Now
the
formerly
named
little
Portugal
28th
Street
Station
along
East,
Santa,
Clara,
Street,
the
downtown
San
Jose
station,
the
Deardon
station
and
then
in
the
city
of
Santa
Clara,
the
fourth
station,
alongside
the
Newhall
yard,
a
facility.
So,
first
with
phase
one
Bart
and
VTA
recently
announced
that
their
safety
and
pre-opening
testing
would
continue
into
early
2020.
I
We
did
want
to
make
sure
everybody
is
aware
that
at
the
end
of
this
calendar
year,
the
new
transit
facility
at
the
various
of
North
San
Jose
station,
is
opening.
So
the
station
will
be
functional
for
transit
services.
Not
all
the
lines
will
change
until
the
BART
system
is
open
later
in
2020,
hopefully
in
the
spring,
we'll
keep
everybody
posted
as
to
when
we
get
updates
about
that.
I
The
phase
2
project
also
has
had
some
significant
milestones.
They
did
get
more
than
a
hundred
thousand
124
million
dollars
from
the
FTA
earlier.
This
fall,
which
is
a
pretty
substantial,
milestone
and
significant,
because
it
indicates
FTA
support
for
a
full
funding
grant
agreement.
Vta
has
not
formally
applied
for
that
program
yet,
but
is
working
on
the
10%
engineered
plans
to
submit
for
that
grant
in
2020.
I
B
What
I'm
going
to
cover
is
I'm
going
to
cover
the
the
East
Ridge
to
Barre
regional
connector,
as
well
as
the
regional
projects
and
start
off
the
East
Ridge
to
BARC
regional
connector
is
a
I
just
want
to
make
sure
we
all
know
is
a
2.5
mile,
2.4
miles
by
rail
extension
from
a
low
rock
station
to
East
Ridge.
The
project
is
being
done
by
VTA
and
is
currently
in
the
final
engineer,
engineering
with
the
anticipation,
completion,
a
final
design
in
fall,
2020,
the
property
acquisition
will
be
underway
in
utility.
B
Relocation
agreements
are
being
finalized
and
the
relocation
utilities
were
start
in
early
2020,
2021
I'm.
Sorry,
some
upcoming
activities
include
implementation.
The
community
working
group
excuse
me
presentation
of
coordination
or
construction
impact
mitigation
plan
would
focus
on
noise,
vibration
and
traffic
mitigation
and
VTA
is
working
with
city
to
have
the
city.
Take
the
lead
on
the
art
element
of
the
project
similar
to
the
BRT
model,
and
we
are
currently
working
with
VTA
on
an
agreement
for
that
scope
and
will
be
soliciting
of
artists
soon.
B
Thereafter,
going
on
to
the
regional
program
on
the
regional
highway
side,
I'm
going
to
provide
updates
on
several
projects
listed,
including
the
US
101
dela,
Cruz,
interchange,
project,
the
Charcot
extension
at
880
project,
the
280
went
to
Winchester
interchange,
the
US
101
Blossom,
Hill
interchange,
as
well
as
the
US
101,
maybe
re
Oakland
in
a
change
in
the
u.s.
zankar
or
crossing
projects.
Just
to
start
off
with
this,
the
u.s.
delacruz
trimble
interchange
project
proposes
to
reconstruct
the
US
101
Trimble
Road
Delacruz
interchange
and
replace
the
bridge
over
u.s.
B
101
with
a
wider
structure
to
improve
traffic
operation.
As
shown
in
the
green.
It
will
also
include
a
separate
facility
for
bicycle
and
pedestrian
to
improve
safety
when
traveling
across
the
interchange,
estimated
cost
for
the
project
is
68
million
dollars.
We
are
currently
in
the
final
design
and
the
design
is
and
is
anticipated
to
be
completed
in
2020
in
construction
will
start
in
early
2121.
The
project
is
included
in
the
North
San
Jose
area,
development
policy
and
the
BT
a
2016
measure,
B
sales
tax
program,
so
it
will
be
funded
through
measure
B.
B
The
Charcot
project
extension
project
over
interstate
880
will
extend
Charcot
Avenue
East
over
880
and
connect
with
Oakland
Road
to
provide
a
local,
safe,
multimodal
facility
that
will
improve
roadway,
bikeway
and
pedestrian
network
connectivity
in
the
including
access
to
North,
San
Jose
industrial
area.
The
project
is
currently
in
doing
environmental
phase
and
is
anticipated
that
the
final,
a
IR
would
go
to
City
Council
for
final
approval
in
April
2020.
The
design
will
be
completed
in
2021
and
construction
to
be
completed
by
2024.
B
The
next
project
is
the
280
Winchester
interchange
project
will
provide,
will
provide
a
new
access
from
northbound
Interstate
280
to
Winchester
Boulevard,
to
relieve
congestion
and
improve
traffic
operations
around
the
Stevens
Creek
in
Winchester
corridor,
including
operational
improvements
to
the
288
80.
It
will
also
improve
bicycle
pedestrian
and
transit
accessibility
in
the
in
the
project
area.
Currently,
we
have
developed
and
are
studying
several
alternatives,
and
the
project
is
estimated
to
be
about
a
hundred
and
forty
million
dollars.
B
B
And
the
US
101
Blossom
Hill
in
change
improvement
project
will
add
bicycle
and
pedestrian
improvements,
while
also
providing
additional
vehicle
capacity.
The
scope
includes
the
construction
of
a
bridge
structure
over
US
101
between
two
existing
Blossom
Hill
Road
bridge
decks
to
accommodate
the
additional
one
vehicle
lane
in
each
direction
and
install
a
class
once
separated
by
scope,
facility,
bicycle
and
pedestrian
structures.
Seen
in
the
green
up
there
along
blossom
Hill
Road
over
US
101
to
improve
accommodation
for
pedestrians
in
Bosko,
from
Xander's
crossing
down
by
Monterey
Doh
coyote
creek
trail
in
the
east.
B
The
the
design
will
be
completed
by
the
end
of
this
year
with
construction
to
start
in
late
2020
and
completed
in
2020
community
is
very
supportive
of
this
project
and
it
will
be
one
of
the
first
few
highway
projects
in
Santa
Clara
County,
to
be
built
with
measure
B
funding.
The
total
project
cost
is
estimated
at
42
million
dollars.
B
The
US
101
Mabley
interchange
project
proposes
to
construct
a
new
interchange
at
u.s.
101
and
maybe
every
Road
to
accommodate
the
polymer
alleviate
traffic
congestion
at
US,
101,
Oakland
and
US
101,
McKee
interchanges,
an
improved
local
traffic
circulation
and
freeway
access
and
provide
access
from
u.s.
101
to
berry.
As
a
BART
station
area,
the
proposed
interchange
is
situated
less
than
one
mile
from
the
adjacent
Oakland,
Road
and
McKee
road
interchanges
as
depicted
by
the
red
circle
and
therefore
does
not
need
Caltrans
minimum
interchange
spacing
requirements
in
accordance
with
Caltrans
requirement.
B
The
city
has
completed
the
necessary
traffic
studies
to
analyze
the
effects
of
the
new
interchange
and
maybe
a
road
and
the
mainline
freeway
operation
as
a
result
of
Caltrans.
As
a
result,
Caltrans
has
conditioned
the
project
with
additional
auxiliary
lanes,
driving
the
cost
of
the
project
up
also
as
part
of
the
process
of
looking
at
alternatives.
We
are
currently
looking
at
barriers
as
an
alternative
to
Maybury
to
better
address
the
congestion
in
the
area
and
us
and
the
US
mainland,
specifically
near
Oakland,
and
a
change
in
the
880
US
101
interchange.
B
This
alternative
will
require
modification
to
existing
Oakland
interchange
to
better
address
the
current
issue,
a
weaving
between
880
101
interchanges,
as
well
as
the
Oakland
interchange
on
and
off
ramps,
which
is
significant
contributing
to
the
congestion
in
the
and
this
congestion
actually
goes
all
the
way
back
to
South
San
Jose
in
the
community
hours.
The
base
projects
at
Mayberry
is
currently
estimated
at
67
million
and
the
full
project
with
Caltrans
additional
mitigation
of
added
auxiliary
lanes.
The
project
is
estimated
at
87
million.
B
The
project
is
included
in
the
North
San
Jose
area,
development
policy
and
the
VTA
measure
B
and
lastly,
the
US
101
zankar
overcrossing
project
proposes
to
construction
over
crossing
at
the
US
101,
connecting
this
anchor
road
to
North,
Fort,
Street
and
scow
Skyway
Skyport
drive,
as
well
as
modified
concern,
consolidate
existing
US
101
on
and
off
ramps
to
improve
access
to
from
101
and
the
San
Jose
International
Airport,
and
enhance
pedestrian
facility
and
add
an
enhanced
pedestrian
and
bicycle
facility
within
the
project
area.
Currently
we
have
developed
and
are
studying
several
alternatives.
B
We
have
been
working
with
the
developers
in
the
area
to
make
sure
those
alternatives
are
coordinated
with
the
development
activity
in
terms
of
right
away
requirements
for
the
project.
The
project
is
estimated
cost
around
150
million
dollars.
It
is
anticipated
that
the
environmental
phase
of
the
project
will
be
completed
by
late
2022.
The
design
will
be
completed
by
late
2023
and
the
construction
will
be
completed
by
2025.
The
project
is
included
in
the
North
San
Jose
area
development
policy
in
the
VTA
2016
measure
B
now,
I'm
done
with.
B
I
Right
this
is
the
last
portion
of
the
regional
quarterly
activities
report,
which
is
about
faster
Bay
Area.
This
is
a
potential
transformative
transportation
measure
across
the
nine-county
Bay
Area,
that
a
variety
of
groups,
including
the
Silicon
Valley
leadership
group,
Area,
Council
and
spur
are
working
on.
The
proponents
estimate
that
this
could
raise
up
to
a
hundred
billion
dollars
over
40
years.
I
Its
focus
is
Merilee
on
transit
and
on
connections
to
transit,
in
order
to
create
a
different
type
of
accessible
Bay
Area
staff
in
the
Department
of
Transportation
have
done
some
thinking
about
potential
Santa,
Clara
County,
not
just
San
Jose,
but
Santa
Clara
County
priorities
and
wanted
to
share
those
as
drafts
with
you
and
get
your
feedback
today.
That
includes
from
the
the
project
side
of
things.
I
And
finally,
we
see
these
last
two,
the
airport,
connector
and
Stevens
Creek,
as
well
as
the
work
underway
with
the
BART
system
as
part
of
a
much
needed
South
Bay
metro
system,
essentially
that
metro
system,
that's
a
term
that
we're
using
just
to
define
high
quality,
high-capacity
transit.
The
East
Ridge
to
Bart
connector
is
another
example
of
that,
where
we
have
fast
service
to
the
places
that
we
need
it.
This
South
a
metro
system
is
currently
an
idea,
but
it's
one
that
we
think
should
be
considered
for
further
development
with
something
as
transformative
as
faster.
I
The
area
could
be
looking
at
the
the
program
side
of
the
house.
We
think
it's
very
important
that
we
focus
on
transit
operations
that
are
affordable
as
well
as
passenger,
centric
or
seamless,
as
well
as
local
transit
expansion
to
connect
to
these
broader
regional
projects,
Complete,
Streets
and
vision,
zero
focused.
If
we
want
people
to
use
our
transit,
they
need
to
be
able
to
get
to
it
and
many
more
safe
and
sustainable
ways,
as
well
as
active
transportation
and
micro
mobility,
focused
programs.
A
E
Thank
you.
I
wanted
to
obviously
comment
on
the
shortcut
project.
Us
usual
and
I
want
to
drop
something
off.
Councilmembers,
Perales
and
DEP
already
has
this
as
a
digital
file
as
they
represent
our
school
district,
but
I
wanted
the
other
committee
members
as
well.
This
is
a
hundred
and
fifty
pages
of
comments
by
the
school
community
on
the
just
recently
published
draft
environmental
report.
E
Now
I
want
to
go
to
the
details
of
the
council
remain,
but
I
think
it
is
an
issue
that
we
were
able
to
put
together
a
hundred
and
fifty
pages
of
comments
on
this.
This
is
not
normal.
An
environmental
study
that
you
paid
two
three
four
hundred
thousand
dollars
for
should
be
pretty
much
unassailable.
The
consultants
should
be
so
thorough
that
we
don't
find
anything
on
this.
Yet
we
found
a
hundred
and
fifty
pages
worth
or
stuff
that
we
feel
was
not
well
considered.
E
So
I
think
the
community
deserves
the
respect
that
staff
and
consultants
take
the
necessary
care
to
really
put
together
an
environmental
report
that
goes
above
and
beyond,
or
should
meet
the
highest
standards
possible
and
be
as
detailed
and
discuss
all
the
open
issues
that
are
involved
in
this
and
I.
Think
it's
not
not
just,
as
was
respect
for
the
community,
but
also
for
the
council.
E
You
have
to
consider
overriding
make
a
Kentucky
declaration
of
our
citing
overriding
contraband
and
then
ask
the
school
district,
as
opposed
you'll,
probably
have
to
do
eminent
domain
against
school
or
sink,
and
all
of
this
rests
on
thorough
and
valid
environmental
studies.
So
I
think
it's
in
everyone's
interest
to
make
us
us
thorough
and
good
as
possible.
Thank
you.
J
G
Play
was
next
true
Dolce.
Could
we
back
up
to
the
I
280
Stevens
Creek
interchange,
so
the
last
time
I
had
a
discussion
with
John.
He
was
still
working
so
the
VTA
at
the
time,
and
we
were
totally
redoing
this
for
18
million
dollars
and
asked
John,
and
we
were
doing
this
because
Valleyfair
we're
adding
sixteen
hundred
Westfield
were
adding
sixteen
and
parking
spaces
are
afraid
and
as
John.
How
much
are
they
contributing?
And
the
answer
was
one
point:
four
million
dollars
and
I
went
excuse
me
and
now
here
we
go
again.
Are
you
gonna?
G
Do
it
again?
This
time
we
gonna
blast
a
handful,
two
million
dollars
and
where
are
we
going
we're
going
to
measure
P
Y
anyway
next
slide,
which
is
a
real
reason?
Why
I'm
here
today,
because
this
is
getting
beyond
a
joke
and
I've
already
been
to
council
about
this
and
this
time
I'm
getting
really
upset.
So
if
you
follow
this
green
line
is
actually
got
two
tunnels
they're
under
homeless
encampments
and
it
danced
on
Monterrey
highway
behind
the
Arco
station
and
Xander's
crossing
is
actually
the
black
mark
to
the
south
of
the
gray
overpass.
G
That
goes
right
through
the
cultural
transit
village,
and
this
time
I'm
really
upset
and
if
nothing
changes
next
time,
I
hear
I'll
be
asking
for
resignations,
and
the
last
point
I
have
is
about
faster
and
let's
go
with
MTC
I
think
this
is
going
well.
This
is
where
we
need
to
go
and
I've
actually
seen
the
presentation.
G
F
Hi
to
consider
the
VTA
and
the
MTC
at
this
time
to
give
thanks
to
the
steady
good
work
or
the
Airport
Commission
and
what
I
hope
is
now.
Ideas
of
peace.
Some
more
responsible
practices
by
the
mayor
and
city
government
to
talk
about
creative
economic
models
and
plans
for
the
future
of
the
community.
Santa
Clara
County,
the
Bay
Area
and
the
future
of
California
high-speed
rail
is
going
to
have
some
delicate,
complicated
environmental
planning
in
the
near
future,
with
many
issues
including
individual
and
mass
public
transit,
fossil
fuel,
automobiles,
u.s.
F
Pratt
gas
and
overall
fossil
fuel
questions
into
the
2020s
and
how
all
of
this
can
be
tied
into
the
questions
of
the
SJ
airport
and
building
heights
among
many
other
possible
connections,
and
why
I
feel
can
be
an
important
theme
in
the
winter
of
2019
and
20,
where
our
new
I
knew
you
knew.
There
are
now
years
of
guidelines
and
dialogue,
developing
specifically
created
towards
the
ideas
of
peace,
human
rights,
accountability
and
sustainability,
and
how
to
leave
the
ideas
of
us
continual
war.
E
Thank
You
councilmember
Davis
I
also
submitted
a
card
with
my
name,
so
if
it
comes
up,
please
disregard
that
John
Court
is
speaking
on
behalf
of
myself.
Thank
you
for
the
opportunity
to
address
you
today.
I
want
to
support
all
the
work
you're
doing
to
bring
Bart
to
San
Jose.
We
need
to
fix
our
transportation
infrastructure,
and
this
will
go
to
us
a
long
way
along
a
long
step
in
that
direction.
I
have
similar
concerns
to
them
messages.
I
announced
at
the
prior
item
I
see
a
lack
of
alignment
between
plans
in
San
Jose.
E
As
all
these
disjointed
plans
seem
to
not
consult
or
can
consider
each
others
they're
brought
forward.
For
example,
all
these
interchange
improvements
are
going
to
induce
more
demand
which
will
make
it
harder
to
meet
your
vehicle
mile
reduction
goals,
so
it
seems
like
you're
you're,
going
in
two
directions.
At
the
same
time,
you're
spending
all
this
money
and
time
on
Bart
and
yet
you're
still
upgrading
the
intersections
I
think
we
need
to
pick
a
way
that
actually
meets
all
the
goals
for
the
climate.
E
E
Don't
support
the
charcut,
overpass
I
think
there's
a
lot
better
ways
to
spend
fifty
million
dollars.
Vta
got
smart
and
finally
postponed
any
more
consideration
of
the
zone
extension
realizing.
It
was
going
to
be
too
few
riders
for
too
many
dollars
and
I.
Think
the
same
thing
applies
to
this:
it's
it's
a
road,
that's
not
going
anywhere
for
a
half
a
mile.
450
million
dollars
can
have
a
negative
impact
on
those
students
there.
So
I
don't
support
that
and
I'm
hoping
you
will
consider
the
airport
connector
to
be
funded
sooner
rather
than
later
and
faster.
K
You
chirp
so
I
sit
on
the
the
Easter's
Chebar
advisory
group
and
I
thought
I
from
what
I
remembered
last
time.
We
met
that
we
were
going
to
break
ground
in
2024
there
just
a
relocation.
So
now
it
says
it's
20:21.
Is
it
the
construction?
That's
anticipated
in
2021
a
relocation,
a
utility
relocation.
You
refer.
That
is
something
different.
It's.
B
Is
the
utility
location
relocation
I
think
that,
what's
taking,
maybe
the
little
bit
of
delay
is
the
agreements
that
we
are.
The
VTA
is
trying
to
fashion
with
the
utility
companies
there's
also
the
design,
and
there
are
some
elements
of
the
project
where
there's
noise
during
construction.
That
needs
to
be
flushed
out
a
little
bit
more
further
with
the
community,
so
that
there's
some
still
some
work
to
be
done
before
we
can
kind
of
dive
in
to
that
relocation
of
utilities
got.
B
K
Going
to
be
very
sensitive,
so
I
just
wanted
to
make
sure
that
we're
in
the
know
of
that
and
as
our
residents
are
being
approached
that
we're
also
informed,
and
that
way
we
can
have
a
the
best
response
that
we
can
or
reroute
them
to
to
be
ta
if
appropriate.
Okay,
so
it
sounds
like
there's
multiple
reasons
why
there
was
some
delay.
I
know
that
that
we've
been
looking
forward
to
utility
relocation,
but
I
can
see
how
working
with
with
PG&E
at
this
point
would
probably
delay
us
Thank
You.
I
What
a
good
question!
Actually
that
I
believe
was
the
horizon
call
for
projects
from
MTC,
but
there
is
a
linkage
between
the
two
so
last
year
about
this
time,
last
fall
MTC
issued
its
first
ever
call
for
big
ideas
and
we
did
come
and
talk
to
Council
about
those
those
big
ideas,
solicit
additional
big
ideas
and
then
submit
them
to
MTC
some
of
those
like
the
South
Bay
Metro,
and
the
specific
projects
within
that
are
actually
kind
of
making
our
crossover
thinking
list
for
the
faster
project.
I
C
And
I
know
this
is
a
good
9,
County
ballot
measure,
and
so
there
are
I'm
sure
purposes
too
racist.
The
funds
for,
for
instance,
just
funding
part
beyond
measure
B's
allocation,
but
is
there
do
we
know
if
there's
a
mechanism
to
kind
of
propose?
You
know
whatever
portion,
Santa
Clara
County
gets
here's
what
we
would
like
to
see
it
happen
on
yeah.
I
I
Senator
Bell
has
agreed
to
author
that
bill,
and
so
we
expect
that
to
go
forward
in
January
in
the
legislature.
That
is
the
the
best
understanding
at
this
point,
and
so
the
leaders
of
different
transit
agencies
of
VTA,
as
some
of
you
are
board
members,
have
been
also
like.
We
are
raising
questions
about
what
our
priorities
should
be
as
a
sub
region
and
we're
trying
to
feed
all
of
that
information
in
to
the
folks
who
are
championing
the
overall
measure
sure.
C
Okay,
well
with
full
recognition
that
a
lot
of
the
report
has
projects
located
in
North,
San,
Jose
I
think
it
just
speaks
to
the
the
importance
of
the
region
for
our
city
and
I
would
just
say
that,
given
BMT
and
and
all
the
changes
coming
up,
I
don't
see
how
North
San
Jose
works
with
just
light
rail
and
cars
coming
in.
So
we
have
some
opposition
to
Charcot.
You
know,
there's
reasons
for
Charcot
and
it's
you
know.
Let's
say
we
don't
do
Charcot
or
something
like
that.
C
We
still
have
this
basin
where
cars
are
coming
in
and
the
more
we
try
to
put
jobs
in
there
and
build
you
can't
get
people
into
north
san
jose
to
work
without
creating
more
mileage
and
more
traffic.
So
what
I
would
like
to
see
potentially
is
somehow
getting
Bart
or
some
something
like
Bart
or
Caltrain,
or
something
into
there,
because
Light
Rail
is
not
gonna
cut
it,
and
if
we're
really
going
to
make,
you
know,
keep
North
San
Jose
is
the
job
center.
There's
90,000
jobs
there.
Now
we
build
more
housing,
more
jobs
in
there.
C
H
F
G
G
H
H
H
And
I'm
just
kind
of
curious
how
this
yeah
there
you
go,
fits
in
with
what
improvements
were
sort
of
done
as
you're
going
northbound
880
and
exiting
Stevens
Creek
I
know
that
there
were
some
improvements
that
were
done
there
already.
So
how
does
that
kind
of
fit
in
with
with
what
was
done
already
yeah.
B
So
so,
actually
the
winchester
project
was
part
of
a
much
larger
project.
It
was
part
of
the
Stevens
Creek
880
interchange
project,
but
when
we
were
moving
that
project
forward,
there
was
a
lot
of
issues
in
the
placement
of
the
Winchester
off-ramp
location,
and
there
was
from
a
variety
of
different
stakeholders,
including
Caltrans,
the
property
owners,
Santana
Santana,
Row
and
other
property
owners.
So
we
took
that
Winchester
portion
of
the
project
out
of
the
Stevens
Creek
portion
of
the
project.
B
The
reason
we
did
that
was
because
we
just
did
not
want
to
jeopardize
or
risk
the
larger
projects.
So
we
took
that
portion
out
to
do
as
a
phase
2,
and
this
is
what
we're
talking
about.
Is
this
phase
2
of
the
Winchester
portion
of
the
project
that
we
took
off
from
the
Stevens
Creek
by
doing
the
Stevens
Creek
project
without
the
Winchester
and
piece
to
it?
We
are
reaching
the
live
capacity
of
the
interchange
and
the
Stevens
Creek
work
that
we
just
did
the
reason
we
are
reaching.
B
That
is
because,
when
we
did
the
traffic
analysis
in
this
area,
we
find
that
about.
60
percent
of
the
traffic
wants
to
go
north
toward
Stevens
Creek
about
40
percent,
wants
to
go
south
of
280.
So
when
we,
when
we
developed
this
project,
the
this
alternative
that
I
presented
will
put
the
traffic
where
they
want
to
go.
So
that's
60
percent
of
the
traffic
that
wants
to
go
north
will
be
literally
put
at
the
back
door
of
Santana
Row
and
can
access
Santana,
Row
2
from
Tish,
and
then
the
40%
that
wants
to
go
south.
B
That
traffic
is
directly
put
on
to
Winchester.
All
they
have
to
do
is
just
make
a
right
turn
or
me.
A
left
turn
onto
an
Chester
to
go
south.
What
that
does?
Is
it
takes
all
of
that
traffic
that
currently
that
40%
I
wants
to
go
south?
It
takes
that
off
of
the
current
interchange
at
the
Stevens
Creek
to
88
81
in
a
change
there.
That's
currently
everybody's
accessing,
so
that's
kind
of
where
all
of
this
is
kind
of.
In
the
context
of
how
this
is
being
built
and.
B
If
we
put
the
traffic
where
they
want
to
go
so
with
this
project,
we
will
put
the
off-ramp
right
at
Winchester.
They
can
literally
make
that
left
turn
at
Winchester.
They
don't
need
to
go
north
to
track
back
to
South,
Area
right
now,
they're
going
north
and
then
tracking
back
to
south
through
the
Stevens
Creek
area.
H
B
So
we
just
we
need
to
move
that
traffic
in
order
to
create
that
capacity
that
we
built
a
Stevens
Creek,
and
that
was
supposed
to
be
to
alleviate
the
Stevens
Creek
corridor
right
now
we
are
artificially
congesting
it
with
the
40%
of
the
traffic.
That's
wants
to
go
south,
we
are
putting
it
up
there
and
that's
where
that
that
the
life
cycle
of
the
of
the
interchange
is
reaching
its
maximum,
because
we're
putting
this
artificial
traffic
that
it
doesn't
need
to
be
there.
B
So
no
we've
been
working
on
a
number
of
alternatives
and
each
step
of
the
way
we've
been
sharing
it
with
with
the
developers
in
the
area
as
well
as
with
with
Caltrans
and
each
step
of
the
way
we
have
received
comments,
but
we
haven't
received
anything
that
would
tell
us
that
no,
this
is
absolutely
not
acceptable.
You
know
move
on.
B
H
Thank
you
and
the
faster
Bay
Area.
If
you
can
go
to
that
list,
I
just
wanted
to
add
something
that
I
mentioned
to
VTA,
which
was
rather
than
thinking
of
this
Stevens
Creek
to
West
Valley
thinking
of
a
sort
of
east/west
in
total
connection,
so
the
one
place
that
we're
gonna
be
missing
is
gonna,
be
from
art,
essentially
around
101,
to
to
680
to
where
the
light
rail
is
right
that
one
spur
where
we
have
BRT
for
most
of
it.
H
H
The
the
idea
was
rather
than
call
it
just
as
Stevens
Creek
to
West
Valley
Transit
I
had
talked
to
VTA
an
area
about
a
a
sort
of
you
know,
just
an
east-west
connection
along
Stevens
Creek
in
Santa
Clara
it
granted,
knowing
that
Bart
will
will
take
a
big
chunk
of
that
right
to
the
heart
of
downtown,
but
we're
not
still
fully
connected
and,
and
one
of
the
best
examples
is,
you
know
you
want
to
take
light
rail
from
somewhere.
Just
you
know,
north
of
downtown,
to
to
East
Ridge
of
the
east
right.
H
You
know
better
off
riding
a
bike
because
literally
you're
looping,
all
the
way
around
will
be
right.
It's
just
you
know
it
doesn't
make
sense,
and
so
I
think
what's
really
lacking
on
that
east-west,
and
this
is
one
piece
where
we're
lacking,
but
I
think
that
that
that
other
piece
shouldn't
be
forgotten
and
I
think
it
could
be
included,
because
we're
talking
about
one
whole
link
that
just
happens
to
be
you
know,
would
have
to
be
connected
as
well
by
Bart,
but.
I
G
Me
add
the
question
to
on
the
South
Bay
metro
system.
As
you
look
at
a
lot
of
potential
alignments
and
lines
and
those
types
of
things
with
that
contemplate.
The
connection
that
Bareilles
was
talking
about
is
that
he
within
the
scope
of
that
that's
a
major
expansion
of
a
high-capacity
transit,
great
separated,
light
rail
or
something
even
more
significant
than
that
throughout
the
whole
South
Bay,
maybe
yeah.
I
G
I
Absolutely
could
contemplate
that
I.
Think
one
of
the
questions
which
was
part
of
why
the
RFI
regarding
the
airport,
connector
and
the
Stevens
Creek
corridor
was
put
out
is
a
question
of
what
types
of
technologies
might
be
the
best
fit,
both
from
a
seamless
passenger
experience
and
from
a
best
to
develop
it
achieve
our
desired
goals
in
a
reasonable
time
and
cost
right.
I
So
I
think
that
the
question
is
kind
of
how
that
technology
fits
in,
like
literally
fits
in,
but
that's
a
possibility
also
I
think
it
makes
sense
with
council
members
yep
question,
because
one
of
the
South
Bay
Metro
ideas
is,
let's
make
the
light
rail
in
North.
San
Jose
really
really
work
by
grade
separating
that
light
rail
such
that
we're
not
stopping
it
at
every
light,
etc.
I
A
I
Sure
and
others
can,
it
can
certainly
jump
in
I
think
with
each
of
these
projects.
You
know
these
are
these
are
in
our
general
plan
and
they
are
long-standing
identified
needs,
and
so
what
we've
been
trying
to
do
is
make
sure
that
we're
making
the
safest
facility
that's
both
kind
of
the
cross
facilities
that
our
city
facilities,
as
well
as
the
safest
regional
highway
corridor
right,
because
we
can't
have,
we
can't
have
the
the
interchanges,
as
is
often
happening
today,
backing
up
onto
onto
the
freeways.
I
You
know
that
that
can't
stand
so
what
we're
trying
to
do
is
balance
additional
capacity
to
avoid
those
kinds
of
safety,
concerns
and
backups,
with
additional
options
for
people
to
truly
travel
across
what
are
currently
barriers
all
right
with
the
good
pedestrian
facilities,
good
bike
and
trail
connectors
and
so
I
think
that
is
there.
There
will
be
more
space
on
these
roadways
right
as
a
as
a
result
in
coming
in
and
out
of
the
highway
and,
at
the
same
time
it's
addressing
safety
concerns
and
giving
many
more
options.
I
G
Well,
I
would
probably
maybe
even
bring
it
up
a
little
higher
that
with-
and
the
next
item
is
actually
going
to
talk
a
little
bit
about
that-
the
long-range
plan
on
how
we
actually
are
going
to
need
to
address
growth
in
the
city
in
terms
of
mobility
and
transportation.
There
still
will
be
more
motor
vehicles
on
our
streets
and
we're
still
going
to
need
to
be
able
to
design
and
implement
solutions
for
those
are
still
going
to
be
cars.
G
We're
trying
to
actually
build
all
these
projects
in
a
very
multimodal
way
and
then
add
new
mobility
choices.
On
top
of
that
further
growth,
though
so
we
every
one
of
the
projects
you're
seeing,
is
really
a
really
high
level
of
design
for
multimodal
users
for
safety
and
for
access.
Now,
not
a
lot
of
roadway
capacity,
really
reconfiguring
these
for
the
most
part,
so
I
think
that's
where
I
would
probably
answer
that
I
guess
I'd
add
in
one
too,
particularly
for
the
North
San
Jose
area,
but
even
the
other
projects.
G
They
are
tied
to
approve
development
plans.
So
the
environmental
impact
report
that
cleared
the
development
capacity
required
many
of
these
improvements.
So
if
we
were
to
kind
of
abandon
these
projects,
we'd
need
to
go
through
new
planning
processes
and
new
environmental
clearance
to
have
the
development
capacity
that
we
have
today
and
in
North
San
Jose.
We
also
have
agreements
with
the
County
of
Santa
Clara
and
the
city
of
Santa
Clara
to
try
and
move
forward
on
those,
and
some
of
these
projects
are
in
those
agreements.
Thank.
A
You
thank
you
all
for
laying
out
those
all
those
reasons
for
why
we're
doing
doing
these
projects
for
on
this
slide
for
the
Fester
Bay
Area
priorities.
I
wanted
to
ask
the
Complete,
Streets
and
vision
zero
for
the
programs.
Does
that
include
education
and
advertising,
or
is
it
something
else,
and
would
it
also
include
enforcement
potentially.
I
We,
the
we
would
be
looking
for
it
to
include
all
of
the
above,
but
to
really
the
the
most
expensive
components
here,
as
we've
seen
them
is
the
infrastructure,
so
I
would
say
we're
you
know,
advocating
primarily
for
a
programmatic
approach
to
funding
this
type
of
needed
infrastructure
rebuild,
although
I
think
that
you
know
some
programmatic
and
regional
messaging
about
the
importance
of
safety
about
vision.
Zero
could
certainly
be
a
more
effective
way
of
getting
the
message
out
than
you
know,
city
by
city
or
county
by
county
and
I.
G
Would
add
on
the
enforcement
side,
probably
automated
enforcement
would
be
I,
think
a
logical
thing
to
consider
in
a
measure
like
this,
given
we
have
other
big
cities
in
the
region
that
also
want
automated
speed
enforcement
in
there
communities
and
given
this
is
a
regional
measure,
it's
something
that
probably
could
you
know
in
a
very
efficient
way
of
having
better
safety
and
speed
compliance
on
our
streets.
So
that's
something
that
I
can
see
potentially
being
part
of
it.
That.
G
A
And
then
I
also
I
saw
on
here
projects,
capital
or
Caltrain
corridor,
so
that's
capital.
What
I
didn't
see
on
here
as
a
Santa
Clara
priority,
which
I
think
we
have
to
add,
is
Cal
trains
operating.
It
is
the
only
transit
system
that
does
not
have
dedicated
funding
and
faster
Bay.
Area
is
supposed
to
be
that
Avenue.
I
A
A
G
Come
down
so
just
to
tee
it
up
as
RAM
just
gets
ready
for
that.
This
is
really
the
way
we
consider
our
potentially
our
strategic
plan
of
how
to
meet
the
policy
goals
outlined
in
the
general
plan
and
climate
plan
and
our
smart
City
so
we're
this
is
an
attempt
for
our
the
way
we're
trying
to
do
is
actually
put
together
that
strategic
plan
to
identify
how
to
act.
We
achieve
those
goals,
so
I'm
ready
to
go
thanks.
Thank
you,
sir.
All.
L
Right
excited
to
bring
this
back
I
think
we've
talked
about
this
kind
of
in
spots,
but
we're
about
to
launch,
and
so
we
want
to
kind
of
get
you
guys
back
in
the
headspace
of
where
this
is
going
whoa,
actually,
where
it's
coming
from,
and
then
where
it's
going,
do
you
want
to
introduce
Chester
Fong
up
here?
He
is
the
project
manager
from
Arup.
L
Who
is
the
lead
consultant
on
the
consultant
team
that
we're
looking
to
finalize
a
contract
with
will
be
bringing
a
contract
request
to
you
guys
later
this
month,
probably
on
the
17th
all
right.
So
as
we've
been
talking
about
as
you
all
keep
talking
about,
we
have
really
audacious
goals
to
try
and
meet
our
climate
responsibilities
to
try
and
meet
our
urbanization
goals
to.
L
In
effect,
you
know,
do
all
the
things
we
have
been
put
out
there,
and
so
we
put
this
chart
up
as
a
kind
of
simple
reminder
of
the
the
kind
of
scale
that
these
goals
are
set
in
and
and
and
just
kind
of
keep
us
on
track
right,
we're
roughly
at
75
78
percent.
Now
in
terms
of
people
driving
alone.
These
are
commute
numbers.
Our
general
plan
shoots
us
to
roughly
half
of
that
by
2040.
That's
a
very
significant
change.
L
L
Mass
of
the
city-
this
is
a
really
great
thing
for
transportation
and
for
sustainability,
and
that
then
helps
us
kind
of
capture
that
mode
shift
into
those
areas.
So
we're
focusing
on
downtown,
because
the
numbers
are
a
little
easier
to
grab
and
the
idea
is
easy
to
go
with.
But
what
we
need
to
see
is
well.
We
need
to
see
the
city
overall
change,
the
the
percentage
of
folks
and
not
driving
in
the
orange
bar
is
there
a
place
like
downtown
needs
to
see
a
much
more
significant
change.
L
So
do
we
think
this
is
possible
right,
so
this
isn't
a
first
estimation
of
kind
of
the
total
trips
per
day
that
we
would
need
to
see
in
a
place
like
downtown
to
to
make
this
work
a
couple
things
to
note:
here
we
have
a
little
bit
of
capacity
growth
allowed.
Alright,
if
you
look
at
2015
we're
at
about
30,000
trips
per
day
by
automobile,
we
can
grow
up
to
roughly
40,000.
L
That's
a
third
increase
right,
so
it's
still
pretty
big
a
little
bit
of
wiggle
room
and
kind
of
trying
to
figure
this
out
as
all
this
growth
starts.
Coming
in
that
we're
seeing,
but
that
yellow
the
transit
yellow
is
obviously
the
hugest
growth,
it's
massive
and
being
able
to
accommodate
that
trying
to
build
for
that.
It's
going
to
be
at
a
pretty
big
order,
but,
as
you
guys
know,
we're
doing
this.
L
A
lot
of
this
is
already
starting
to
happen
in
downtown
the
the
dear
Adan
projects,
the
multiple
things
that
are
going
to
be
happening
there,
of
course,
Bart
Caltrain,
electrification,
potentially
the
airport
connector.
All
of
these
things
are
really
helping
us
there.
So
modeling
shows
just
with
Bart
and
Caltrain.
L
Electrification
will
be
jumping
from
16
to
a
hundred
thousand
folks
by
around
2030
all
right
and
then
as
high-speed
rail,
and
then
the
the
further
Caltrain
business
plan
come
in
we're
looking
at
about
a
hundred
and
forty
thousand
one
hundred
forty
thousands
the
same
size
as
SFO
on
a
daily
basis
or
sorry
an
annual
basis.
So
we're
really
looking
at
some
some
great
investments,
kind
of
helping
us
lead
there,
but
we
still
have
a
lot
of
work
to
do
to
figure
out
how
this
is
all
going
to
play
out
and
the
rest
of
the
city.
L
One
more
example:
that's
worth
bringing
up
with
Bart
coming
in
in
Milpitas.
This
is
the
number
of
Tasman
Corridor
ridership
projections
on
the
light
rail
all
right
start
really
actually
seeing
this
line
produce
a
lot.
We
expect
a
three-fold
increase
there
and
and
a
further
increase
in
to
2040,
as
that
BART
line
really
solidifies
and
further
transit
gets
built
out.
So
why
are
we
talking
about
all
this
right?
Oh
that
looks
awful
up
there.
I'm
sorry.
L
We
now
need
to
figure
out
how
to
make
the
rest
of
the
city
work
under
these
kinds
of
conditions.
How
are
we
going
to
figure
out
all
the
transit
all
of
the
bike,
ways
all
of
the
pedestrian
ways
and
still
make
the
car
system
work
right
and
that's
what
we're
we're
set
up
to
take
on?
We
finished
off
a
phase
one
right.
We've
brought
this
to
you
guys
a
couple
times.
These
are
the
the
transportation
directives
that
are
going
to
lead
all
of
this
work.
For
us,
these
are
the
city's
policies
around
transportation.
L
The
goals
that
are
already
adopted,
I'm
kind
of
brought
down
into
an
a
graspable
and
immediately
readable
sense,
all
right,
so
we
can
actually
kind
of
say
hey.
These
are
the
things
the
city
has
told
us
to
do,
distilled
that
clarified
that
and
now
we're
ready
to
launch.
We
wrote
an
RFP
based
on
these
and
and
that
has
now
been
responded
to
and
landed
so
now
we're
getting
into
Phase
two
phase.
Two,
maybe,
most
importantly,
is
an
engagement
process
right.
L
We
need
to
have
a
citywide
conversation
that
doesn't
just
get
the
the
the
usual
suspects
in
the
room
and
and
really
helps
us
get
out
there,
and
this
is
a
portion
where
we're
working
with
you,
as
counsel
folks,
are
going
to
be
just
it's
going
to
be
so
primary
important.
We
are
working
on
both
really
upping
our
game
in
terms
of
in-person
engagement,
as
well
as
online
engagement
where
city
of
1.1
million
people
you
know,
I
gotta
meet
it.
L
So
if
there's
racial
demographics
or
income,
demographics,
that
really
define
how
we
how
the
communities
are
built-
and
we
need
to
make
sure
that
those
those
things
are
reflected
in
how
we
understand
the
input
we
get.
A
second
part
of
Phase
two
is
frameworks,
and
this
is
one
of
these
big
intellectual
processes.
That's
incredibly
important
to
engage
in
if
I
can
be
a
little
bit
daunting
at
times.
This
is
us
trying
to
figure
out.
How
do
we
think
of
the
whole
city
at
once
right?
L
What
are
the
various
ways
that
we
can
say
hey
if
we
want
to
say
how
we
are
going
to
invest?
What
is
an
overall
framework
for
us
to
do
that,
and
so
this
is
an
example
we've
put
together
already
that
takes
the
the
single
occupancy
vehicle
goal
of
the
forty
yeah
roughly
fifty
percent
reduction
from
today,
and
then
use
some
information
around
the
infrastructure
and
patterns
that
we
already
see
on
the
ground
and
try
to
say.
L
Right,
I
mean
thinking
about
this
in
this
holistic
way,
I
think
is
going
to
be
really
important
to
telling
the
story
and
building
out
the
strategies
we're
not
going
to
try
and
make
Cambrian
Park
look
like
downtown
all
right
that
that's
not
a
reasonable
approach
to
this
kind
of
thing
and
so
trying
to
give
ourselves
some
some
direction
in
that
right.
How
do
we?
How
do
we
properly
give
the
resources
out?
L
So
the
community
is
in
the
right
way,
that's
going
to
help
each
community
in
the
most
beneficial
way
to
the
community,
as
well
as
the
overall
system.
So
from
frameworks,
we're
gonna
really
stick
into
strategies,
and
this
is
really
the
pieces
that
actually
changed
the
right-of-way
right.
What
kinds
of
projects
what
kinds
of
programs
and
policies
do
we
need
to
really
put
in
front
of
ourselves
and
and
hammer
out
and
and
start
validating
all
right?
This
will
be.
L
You
know
coming
from
that
overall
framework,
but
really
be
giving
us
the
the
actual
changes
on
the
ground
all
right.
These
can
look
like,
of
course,
bus
only
lanes
bike
lanes
bike.
Super
highways
can
look
like
new
organizations
in
the
car
system.
They
can
look
like
further
thoughts
and
what
AV
systems
look
like.
They
can
be
policies
deaf.
I
L
Bay
Metro
is
one
of
the
ones
where
we're
really
bandying
about
what
does
it
really
mean
to
actually
have
full
high
quality
transit
throughout
the
South
Bay
all
right.
Another
piece
that
we're
diving
into
here
is
organizational
analysis.
When
you
reassess
your
goals
and
really
set
the
compass
for
something,
you
need
to
make
sure
that
everything
is
lined
up
to
me.
L
You'll
be
able
to
deliver
on
that,
and
so
we're
we're
going
to
be
looking
at
how
the
department
is
structured,
what
it
can
deliver,
how
that's,
how
that's
working
and
see
if
all
of
the
pieces
in
our
puzzle
are
lining
up
towards
the
North
Star
that
we're
trying
to
set
here
and
that's,
of
course,
both
kind
of
people
organization,
but
a
lot
of
process.
Alright,
how
does
things
come
in?
How
do
we
think
about
projects?
How
do
we
organize?
L
How
do
we
prioritize
right-
and
the
last
piece
is-
is
phase
3
and
phase
3
is
how
we
are
contemplating
making
sure
that
this
is
not
a
plan
that
sits
on
a
shelf,
a
plan
that
kind
of
produces
bold
ideas,
but
doesn't
kind
of
keep
on
going
we're
going
to
build
a
digital
monitoring
system
or
a
decision
support
system
that
will
help
us
keep
fresh
the
goals
or
keep
fresh
the
projects
and
that
we're
going
forward
with
all
right.
So
this
will
this
system
will
purchase
things
like
big
data
around
transportation.
L
There's
a
lot
of
new
data
sets
out
there
that
help
us
understand
what
the
how
people
are
getting
around,
how
people
are
making
choices
around
transportation
that
are
new.
We
want
to
be
able
to
ingest
those
datasets
to
help
us
continue
to
identify
projects
after
this
initial
list
that
we
get
from
the
planning
process
to
help
us
continuously
prioritize
those
projects
over
time,
especially
as
conditions
on
the
ground,
change
right
and
the
monitor
of
those
projects.
L
Right
so
did
they
do
what
we
think
they
did,
and
so
we're
doing
an
exercise
throughout
this
that
every
project
that
gets
proposed
will
come
with
it,
an
estimate
for
how
we
think
it
will
affect
the
right-of-way
or
how
people
get
around
and
that
project
monitoring
phase
will
test.
Did
that
actually
happen?
And
if
so,
we
need
to
kind
of
say
all
right
that
that
that
strategy
is
working.
L
If
it
didn't,
we
need
to
go
revisit
that,
and
so
then
we're
gonna
go
step
forward
to
strategy,
iteration
and
what's
really
important
about
this-
is
that
we
will
continue
to.
This
will
continue
to
update
and
a
much
more
regular
clip
than
we're
used
to
now
because
of
the
data
sources
that
we're
looking
at
and
that's
it.
We're
really
excited
to
be
getting
getting
going.
L
This
is
kind
of
the
starting
gun
for
us,
of
course,
haven't
signed
that
contract
yet,
but
we're
pretty
hopeful
Chester
has
come
down,
even
though
we
haven't
done
it
yet,
and
we're
really
looking
to
talk
with
you
about.
You
know
one
what
are
some
of
the
strategies
that
you
would
really
like
to
make
sure
get
on
the
list
for
consideration.
L
What
are
the
best
ways
to
engage
with
your
district?
How
do
we
really
get
in
and
make
sure
that
the
community
as
a
whole
is
being
represented
and
and
and
the
voices
that
you
see
as
important,
that
can
can
be
brought
in
and
then
kind
of
what
it?
What
are
your
measures
of
success,
or
what
are
your
key
performance
indicators?
Do
you
think
we
should
consider
as
part
of
kind
of
the
overall
monitoring
of
implementation
after
this
is
done.
E
Good
afternoon,
council
members
john
cordis
this
time.
Speaking
on
behalf
of
the
silicon
valley,
bicycle
coalition,
our
mission
is
to
get
more
people
on
bikes
for
more
often
and
more
trips.
For
more
purposes.
We
support
the
development
of
an
access
and
mobility
plan.
We
think
it's
great
that
sunny,
San
Jose
is
trying
to
figure
out
to
put
things
together.
As
mentioned
in
the
last
two
reports.
We
don't
see
as
much
connection
between
reports,
as
we
think
is
necessary.
For
example,
none
of
these
reports
message
mentioned
your
vision,
zero
plan.
E
Where
does
that
fit
into
all
of
this?
So
we
see
a
lot
of
holes
in
the
way
things
are
not
being
put
together.
A
lot
of
cities
is
setting
aspirational
goals
for
2014.
You
know
they
wanna
get
to
15%
bicycle
riding
by
2040
great.
But
what
are
you
gonna
do
by
2025,
you
know,
and
where
are
the
plans
they're
gonna
get
you
to
something
measurable
by
2025.
We
think
that
they
need
to
be
short-term,
measurable
goals
as
well
as
long
distance.
We
have
great
advantages
here.
We
have
300
sunny
days.
E
We
have
mostly
flat
terrain,
we're
not
going
to
hit
our
BMT
reduction
goals
and
and
make
the
most
use
of
this
wonderful
BART
system
and
everything
else
we're
trying
to
put
in
place.
If
we
don't
have
the
last
mile
infrastructure
they'll
enable
people
to
get
where
they're
trying
to
go
at
the
end
on
slide,
9
I'm
a
little
confused.
It
shows
listen,
10k
bike
trips
out
of
120
Cato
ttle,
that's
about
8%,
but
the
goal
is
15%,
which
should
be
15,
18,
K
trips
by
2040.
So
not
quite
sure.
Why
that's
there?
E
We
don't
support
any
idea
of
Drive
more
driving
alone.
We
support
the
development
of
a
facts,
fact-based
decision
support
system
to
help
evaluate
projects.
They
asked
you
three
questions
at
the
end,
so
here
my
quick
answers.
So
what
multi,
mortal
mold
will
transportation
strategy
you
want
to
see,
studied
mobility,
equity,
free
transit,
no
free
parking,
congestion,
pricing
and
seamless
connections
and
then
we're
respect
to
what
key
performance
indicators
should
the
city
look
at
again,
ksi
is
killed
in
severe
injuries.
We'd
have
to
make
our
roadways
safe.
E
F
Hi,
if
it's
okay
with
yourselves
I
hope
I
can
focus
on
the
dirt
on
station
issues.
It's
a
transformative
process.
It's
going
through.
Thank
you.
Thank
you
for
your
patience
in
developing
the
future
of
Deardon
station
I
am
impressed
that
a
flexibility
is
being
considered
for
station
plans
as
high-speed
rail
may
evolve
and
make
changes
in
the
next
50
to
100
years.
The
past
summer,
I
felt
a
sigh
of
relief
and
an
era
of
legitimacy
as
local
governments
in
Santa
Clara
County.
F
We're
able
to
more
openly
offer
reasoned,
honest
ideas
and
plans
for
the
future
of
California,
high-speed
rail
I
hope
these
words
can
be
a
reminder
of
a
better
community
thought
and
positive
energy.
There
can
be
in
wanting
to
practice
a
better
reason,
more
open
process,
with
both
the
everyday
public
and
with
the
local
area
and
state
governments
to
offer
a
few
thoughts
and
questions
more
questions
and
thoughts.
At
this
time.
F
Can
it
now
be
easier
to
more
openly
talk
about
and
less
protected
less
in
secured
terms,
a
few
remaining,
possibly
good
reason:
CHS
are
extension
options
through
Tracy,
the
west
side
of
Interstate
5
and
its
public
mass
transit
planning
ideas
and
then
what-
and
what
can
now
be?
An
initial
simple
way
to
consider
is
for
high-speed
rail
lines
with
us,
sometimes
possible,
with
a
sometimes
possible
third
emergency
track
that
can
be
built
alongside
and
hug
the
freeway
systems
entering
into
San
Jose
and
the
downtown's
tear
down
station.
F
Can
this
be
a
good
model,
as
it
can
cause
the
least
amount
of
environmental
and
aesthetic
harm,
and
that
a
well-established
and
already
well
established
rail
system
for
freight
and
Cal
train
can
stay
the
same
I'm
estimating
that
this
can
continue
to
offer
an
efficiency
and
functionality
for
the
future
of
San
Jose?
So
a
larger
raised,
more
controversial,
unified
railway
track
system
through
San
Jose
may
not
have
to
be
created.
Good
luck
in
your
efforts
in
work.
Thank
you.
M
And
I
wanted
to
ask
the
team,
the
RUP
team
or
if
they
come
down
and
just
I,
had
some
questions
about
the
background.
You
wrote
in
here
that
the
team
has
extensive
experience
in
San
Jose
engagement,
working
with
constituents,
community
organizations
and
community
leaders,
and
so
I
just
wanted
to
hear
a
little
bit
more
about
that.
L
So
so
part
of
the
the
team
involved
or
is
Curran
winters,
winters
consulting
team,
so
they've
worked
one.
She
used
to
be
the
the
head
of
the
Silicon
Valley
bicycle
coalition,
she's,
also
working
on
a
lot
of
our
outreach
efforts
already,
including
the
bike
plan
and
she'll
also
be
on
the
downtown
plan.
So
there's
a
lot
of
relationships
already
there
with
her
personally
and
her
firm,
as
well
as
a
lot
of
understanding
of
how
to
reach
out
in
non-traditional
ways.
L
For
example,
in
the
bike
plan,
we've
done
well
over
40
in-person
meetings,
mostly
at
already
standing
community
events.
We
have
done
focus
groups
in
Vietnamese.
We
have.
We
make
sure
that
there's,
of
course,
always
translators
for
first
management
Vietnamese
at
every
meeting.
So
that's
that's!
That's
what
we're
referencing
when
we
write
that
ok.
M
And
good,
because
that's
really
what
I'm
looking
for
as
and
I've
said
this
in
some
some
of
our
other
meetings
as
I'm
looking
for
more
input
from
residents,
particularly
from
residents
who
use
public
transportation
or
who
live
in
dense
housing
situations
who
are
not
using
public
transportation,
I
believe
I've
spoken
previously
about
the
first
shift
right,
the
3:30
a.m.
shift
for
which
they
really
can't
take
public
transportation.
M
And
so
how
can
we?
You
know
that
might
be
an
opportunity
to
create
a
carpool
program
for
like
that
first
shift
employees
or
something
else
where
we
can
get
feedback
from
Reza
back
from
resident,
who
have
been
traditionally
left
out
of
some
of
this
decision-making,
and
so
that's
really
what
I'm
looking
for
in
terms
of
community
input
and
involvement.
So
that
was
the
one
question
another
one
was
I
wanted
to
again
reiterate
my
point:
I
mean
this
is
a
there's
a
lot
here,
so
there
are
just
a
lot
of
different
pieces.
It's
all
good!
M
M
Talking
with
folks
about
vision,
zero
I
knew
in
my
district
I
know
that's
changing
so,
but
in
my
district,
it's
it's
an
area
that
has
gone
without
significant
infrastructure
improvements
for
a
very
long
time,
and
you
know,
as
a
result,
in
the
coming
years
in
which
we
will
make
those
changes
and
make
those
improvements.
I
would
expect
to
see
those
numbers
go
down
right.
However,
the
caveat
to
that
is
not
all
of
these
solutions
can
not.
All
of
these
issues
can
be
fixed
with
a
median
right.
M
It's
like
we're
talking
about
automative
and
enforcement,
which
would
be
fantastic
but
there's
also
another
component
in
my
district
we've
had
a
few
members
from
our
unhoused
community
who
have
been
hit
and
I,
don't
believe
a
medians
gonna
solve
that
issue.
So
is
there
room
in
this
plan
to
sort
of
look
at
how,
when
you
have
the
different
departments
coming
together
to
how
we
can
address
that
issue
in
another
way
that
maybe
it
doesn't
involve
infrastructure?
Maybe
it
involves
departments
within
the
city
working
together
to
address
that?
Yes,.
A
G
Did
talk
about
the
action
plan,
we're
gonna
be
bringing
the
actual
components
of
a
vision,
zero
action
plan
back
to
Council
in
January,
I
think
it
is,
and
one
of
those
components
is
a
much
more
robust
education
and
outreach
campaign
for
safety
for
seniors
and
unhoused
and
children.
And
so
it's
going
to
get
addressed
through
our
vision,
zero
plan
and.
G
G
So
what
are
the
other?
One
of
the
other
key
components
of
the
action
plan
is
to
form
the
vision,
zero
task
force,
which
will
include
multiple
city
departments,
including
including
housing,
police,
fire
planning
department.
It
will
also
include
other
county
departments
and
other
organizations
that
will
be
key
to
actually
making
some
positive
change
and
actually
having
some
real
actions
coming
from
that
task
force,
so
that
coordination
is
key
and
we're
setting
that
task
force
up
actually
right
now
getting
departments
and
other
agencies
pulled
together
to
actually
do
that.
Okay,.
M
M
C
I
think
this
is
pretty
good.
This
is
great
that
we're
planning
out
this
far
and
and
rameses
your
enthusiasm
is
infectious,
so
I
think
we
have
the
right
person
kind
of
digging
into
the
weeds
here
and
doing
this.
I
really
have
nothing
to
add,
because
I
don't
have
the
technical
kind
of
know-how
that
you
guys
do.
C
But
I
think
this
is
a
good
discussion
to
have,
and
you
know,
I
I
go
customer
as
far
as
his
comments
to
kind
of
get
the
the
public
kind
of
input
in
on
this,
because
I
feel
that
a
lot
of
times
government
gets
a
lot
of
flack
for,
like
you
know,
not
planning
or
we're
planning
we're
doing
it.
But
people
don't
know
about
it,
and
this
is
an
exciting
discussion
to
have-
and
this
is
kind
of
what
you
know-
makes
local
government
exciting.
So
thanks.
A
K
Thank
you
chair
so
I
and
comments.
One
I
just
wanted
to
start
off
by
saying
that
I
really
like
this
organizational
assessment
that
you're
preparing
for,
because
you
know
that
we
may
not
be
able
to
hand
over
whatever
or
some
of
the
process
sees,
that
you
are
going
to
later
identify
through
this
engagement
phase.
K
With
that
in
mind,
I
was
thinking
about
the
engagement
piece
and
I
know
that
you
want
to
make
sure
that
that
those
folks
are
not
the
usual
suspects
that
come
to
the
room,
so
I
wonder
what
your
criteria
will
be
to
help
you
identify.
When
do
you
stop?
When
do
you?
When
do
you
figure
out
that
you
have
enough
information
enough
feedback
from
those
underrepresented
groups?
L
L
You
have
a
city
of
1.1
million
everybody
matters,
and
so
what
we
want
to
do
is
is
reach
out
as
much
as
we
can
and
we're
going
to
be
really
looking
to
you
guys
to
be
the
barometers
on
that,
we
can
do
as
much
as
we
can,
but
we're
we're
technical
right
and
while
we're
where
we
love
our
work,
and
we
we
see
engagement
us
as
such
a
necessary
component,
we're
really
going
to
need
some
help
to
make
sure
that
we
are
hitting
that
barometer.
So
I
hope
you'll
help
us
with
that.
L
But
I
do
think.
We've
put
some
base
measurements
in
there
in
terms
of
making
sure
that
what
we
do
get
is
balanced
right
and
so
I
mentioned
earlier.
We
put
as
a
condition
of
the
RFP,
actually
that
all
input
will
be
weighted
by
demographics
of
the
city
and
I.
Think
that
that
for
us
puts
in
a
safeguard
around
making
sure
that
people
that
look
like
me,
don't
dominate
the
conversation.
It
happens.
It's
very
easy,
usually
they're
older
than
me,
but
it's
the
way.
L
I
Gonna
add
one
one
other
lens
that
were
using
as
Francis
mentioned
in
some
efforts
recently
been
have
been
trying
to
do
a
lot
of
going
to
where
people
already
are
in
different
ways,
whether
that's
you
know
pop
ups
or
whether
that's
existing
neighborhood
meetings
or
existing.
You
know
property
meetings
going
to
where
people
are,
but
then
the
the
flip
side
that
we're
starting
to
hear
a
lot.
Is
you
meaning?
I
You
know
well.
This
is
what
I
care
about
I
can't
care
about,
or
deal
with
this
I'm
not
going
to
show
up
to
a
meeting.
That's
just
about
that,
but
maybe
if
it's
everything
that's
affecting
my
community
I
can
see
how
this
fits
into
it
right,
so
kind
of
balancing
out
these
different
strategies
and
respecting
people's
time.
Thank
you.
K
I
did
hear
the
piece
about
in
the
RFI
and
how
you
would
match
some
of
the
demographics
I.
Just
wasn't
sure
how
you
would
do
that.
So
some
of
the
suggestions
that
I
have
is
it
Eastridge.
We
have
one
of
the
most
highly
used,
transit,
centers
right,
and
so
when
you
talked
about
pop-ups,
why
not
go
to
the
folks
who
are
actually
using
the
systems?
K
Maybe
there's
some
folks
who
want
to
use
the
system,
but
just
don't
know
how.
So
those
are
our
neighborhood
associations
and
as
soon
as
the
line
changes
I'll
tell
you
that
I
have
a
neighbor
Association
over
by
meadow
fair,
and
this
is
right
next
to
East
Ridge.
But
but
when
VTA
changed
the
line
on
Tully
they've
they
got
lost.
They
just
did
know
that
now
they
could
default
back
to
Eastridge
and
go
wherever
they
were
going
off.
K
K
Go
to
the
you
know
the
Transit
Center
in
the
back,
but
having
those
changes
for
folks
is
so
important,
so
walking
them
walking
with
them
and
and
and
having
a
very
good
understanding
of
how
people
acquire
information
right
and
lots
of
times
it's
word
of
mouth
and
the
word
of
mouth
is
spread
within
our
neighborhood
associations
within
our
PTAs
within
our
churches.
That's
the
best
way
right,
because
somebody
else
has
already
kind
of
vetted
those
things
out.
So
I
was
thinking
about
transit,
centers,
I
was
also
thinking.
K
Why
not
hop
on
a
bus
and
ask
people
a
surf?
Hey,
you
know
on
the
bus
I've,
given
you
some
of
the
traditional
ones,
you
know
the
PTAs,
the
the
there's
a
lot
of
parent
universities
at
different
districts.
You
know
in
response
to
having
a
certain
number
of
title,
one
schools,
which
you
know
that
would
mean
that
they
have
a
certain
percentage
of
free
or
reduced
lunches.
So
that's
another
way
of
you
know.
These
are
folks
who
are
already
coming
to
certain
meetings.
They
don't
have
to
add
anything
to
that
and.
K
So
the
other
thing
that
I
wanted
to
oh
I,
really
like
I,
think
it
was
John
the
public
in
public
comment.
You
added.
What
would
you
like
to
see
studied
you
said?
Free
free
passes
are
free
transportation
and
so
I
thought
about
some
of
the
things
that
prevent
some
of
our
seniors
or
parents
that
they
have
children
under
the
age
of
so
children
under
age.
I.
Think
of
five
are
free
right,
but
when
we
want
to,
we
want
to
mold
the
next
generation
of
multimodal
residents.
I
think
it
five
is
too
young
right.
K
So
I
was
thinking.
Why
wouldn't
we
exceed
maybe
taking
a
look
at
ten
ten
years
of
age
when
people,
when
kids
really
truly
remember
their
experiences
at
something
that
is
life
forming
right?
I,
also
appreciate
that
cost
of
parking
piece
and
the
last
one
was,
you
know
when
you
mention
walkable
neighborhoods
I
was
thinking
how
we
connect
one
walkable
neighborhood
to
the
next
and
how
those
are
gonna
come
into
play.
I
didn't
I
I
saw
that
you
mentioned
walkable
neighborhoods,
but
I
just
didn't
see
that
connection
between
you
know.
How
would
we
connect?
K
You
know
downtown
to
Willow
Glen
or
story
road
for
that
matter,
right,
very
walkable,
neighborhood
to
Willow
Glen
or
to
other
parts
of
the
native
of
this
city,
because
those
folks
are
coming
from
one
place
to
another
walking
right
anyway.
So
there's
I
think
there's
there's
some
opportunity
there
to
develop
there
a
bit
of
that
concept
of
how
we
connect
walkable
neighborhoods,
but
overall
really
appreciate
your
your
report.
K
Your
enthusiasm
I
can't
wait
to
see
what
the
different
phases
and
those
outcomes
take
us
to
and
what
folks
have
to
say
about
I've
heard
our
transit
system
in
San
Jose
happy
to
join
your
efforts.
Let
me
know
how
we
can
help
I'm.
You
know
we
have
plenty
of
neighbors.
We
have
community
center.
We
have
welch
community
center,
if
churches,
so
please
let
us
know
we
were
more
than
happy
to
fold
in
to
what
we're
already
doing.
So
that
way,
it's
not
an
additional
effort.
Thank.
K
H
Yeah,
thank
you.
We're
just
noticing
that
these
Flyers
they
had
from
Saratoga
to
San
Jose
in
30
minutes
be
nice
to
get
there
this
day
and
age
right
in
30
minutes,
sometimes
so
one.
This
is
not
an
issue
or
an
oversight,
but
the
link
is
not
working.
I.
Think
it's
an
issue
with
our
website.
Right
now,
so
I
was
trying
to
look
at
the
draft
kpi's,
but
it
won't
come
up
so
I'll.
H
L
G
L
Overarching
ones
for
a
city
for
people,
those
are
really
meant
as
the
the
kind
of
like
the
kings
of
the
KPIs
and
that's
reduction
of
VMP,
VMT
and
and
the
mode
change
goals.
Those
are
the
two
hard
numeric
numbers
that
are
given
by
the
general
plan
and
climate-smart.
That
really
are
the
kind
of
guiding
light
for
everything
else
under
vision,
zero.
The
earlier
suggested,
okay.
C
L
L
L
Yes
and
the
reason
you
know
what
we're
trying
to
do,
some,
you
know
a
little
bit
of
math
izing,
some
some
some
qualitative
stuff,
because
what
we're
trying
to
do
is
keep
ourselves
honest
right,
we're
trying
to
get
we're,
trying
to
be
able
to
digest
data
and
give
ourselves
an
objective
response.
This
is
doing
what
we
thought
it
is.
This
is
doing
better.
This
is
doing
worse
right
and
that's
really
what
we're
trying
to
get
to-
let's
see
other
ones
that
are
that
are
kind
of
coming
to
mind.
L
L
F
H
The
website
is
broken
yeah
so,
and
it
may
likely
not
be
on
the
list,
but
one
of
the
things
I
was
thinking
of
was
a
reduction
in
overall
miles
of
pavement
that
we
have
Road
miles
right.
So
we
know
that
there
is
a
a
cost
to
maintaining
that
and
unfortunately
we
don't.
We
don't
have
areas
that
I
think
that
we
are
striving
to
rid
ourselves
of
I
personally
do
here
in
the
downtown
core
when
you
look
at
smaller
streets
like
San,
Pedro,
Post
but
I,
think
that's
just
a
you
know.
H
Think
too
much,
even
as
though
I
agree
with
what
councilman
were
sparse
was
saying.
We
want
to
make
sure
we're
reaching
the
right
people,
but
we
also
don't
want
to
get
too
bogged
down
in.
You
know
implementing
new
designs
like
this,
because
I
can
guarantee
you.
If
we
spent
some
more
time,
we
would
have
heard
from
a
lot
of
people.
That
would
have
said.
Don't
do
this
just
like.
H
You
know
I
hear
that
today
from
individuals
that
are
upset
because
we
you
know,
we've
made
it
more
difficult
to
drive
through
some
of
these
streets
like
San,
Fernando
and
I.
Look
I
Drive
it
almost.
You
know
all
the
time,
because
it's
coming
around
I,
my
colleagues
do
too
right.
We,
we
all
do
if
you're
driving
around
downtown,
but
that's
what
I
think
we
should
be
intending
to
do.
We
should
be
intending
to
make
right
driving
through
the
downtown,
although
doable,
feasible,
not
easier,
but
more
difficult,
right
and
slower
is
fine.
H
It's
fine
to
clog
people
up
in
their
vehicles
through
a
downtown
core.
If
the
trade-off
is
we're
making
it
safer
and
faster
for
bicycles
and
pedestrians,
and
people
like
me
pushing
their
strollers
right
and
you
name
it
and
and
I
think
that
if
that's
really
right
what
we're
aiming
for,
we
have
to
be
bold
in
some
of
these
decisions
and
I
think
that
we
were
right
with
the
better
bike
ways.
H
H
H
We
should
take
advantage
of
our
churches
right,
the
neighborhood
meetings
that
are
already
in
existence
and
partner
with
the
other
departments
as
well,
because
a
lot
of
times
right
well
we'll
have
one
one
presentation.
We
want
me
to
give
somebody
and
we
take
up
that
neighborhood
meeting
and
then
the
next
neighborhood
meeting
want
to
do
another
one
and
we
could
potentially
combine
some
of
these
and-
and
we
can
be
of
help
with
that
too
right,
because
we're
all
I
mean
also
to
coordinate
between
the
different
departments.
H
For
instance
the
coffee
with
a
cop
right.
The
coffee
with
a
cop
has
great
conversation
with
community
members
where
they're
just
dialoguing,
there's
really
no
agenda,
but
it
could
be
worthwhile
to
talked
with
our
Police
Department
and
say
well,
we
could
have
an
additional
agenda
like
vision,
zero
because
it
fits
with
that
conversation
and
d-o-t
can
now
participate,
so
it's
copy
with
a
cop,
but
guess
what
we
have
information
while
you're
already
here
and
you're.
Now
you've
got
done.
H
Imagine
my
colleagues
have
the
same
and
I
would
be
I'd,
be
one
of
those
same
individuals
not
wanting
to
go
to
so
many
different
meetings,
and
so
definitely
I.
Think
that
requires
a
little
bit
more
more
thought.
So
that's
all
my
comments.
So
thank
you
very
much.
I'll
echo
again
I
think
this
is
really
great.
What
we're
aiming
towards
on
this
and
I
look
forward
to
the
word.
Thank
you.
I'll
make
a
motion
to
accept
the
report.
A
L
So
a
rough
overview
of
the
process
is
this:
right.
We
have
a
50%
reduction,
we
need
a
spread
over
the
entire
city.
We
looked
at
what
is
there
and
planned
in
terms
of
multimodal
infrastructure,
particularly
transit,
and
and
took
some
some
broad
brushstroke
transportation
planning
assumptions
like
people
are
more
likely
to
ride
bus
within
a
quarter
mile
of
a
route.
People
are
more
likely
to
take
a
train
within
a
half
a
mile
or
three-quarters
of
a
mile
and.
A
L
This
one
probably
doesn't
include
the
business
plan
per
se,
but
it
will
be
updated.
This
was
kind
of
our
attempt
internally
before
we
got
anything
going
to
kind
of
start
getting
our
heads
in
the
right
place,
so
it
took
what
we
had
at
that
point.
The
business
plan
wasn't
yet
adopted.
Okay,
but,
as
you
can
see,
you
do
see
that
Caltrain
spine
kind
of
running
down
through
the
city,
so
it
did
assume
values
of
those
stations.
I
Okay,
I
think
it's
worth
saying:
this
is
the
city's
travel
demand
model
built
upon
a
VTA
model
so
that
travel
demand
model
just
makes
a
bunch
of
assumptions
already
any
time
about
where
people
are
starting
from
and
going
to.
It
also
includes
socio
demographic
economic
data,
like
it's
a
it's,
a
pretty
robust
machine,
and
this
adds
some
assumptions
and
and
pushes
it
towards
those
average
of
the
50%
to
lay
that
Ramesses
was
talking
about
okay,.
A
Cool
yeah
I,
just
it's
a
really
compelling,
and
there
were
some
surprising
blue
spots
that
I
was
not
sure
how
kind
of
how
you
got
there
so
like
the
downtown
core,
totally
understandable
I
can
see
how
we'll
look
Glen.
You
would
get
more
toward
a
50/50
area,
but
it
was
kind
of
further
south
where
it
starts
to
get
blue
again.
That
I
was
that
it
was
surprising
to
me.
That's
why
I
kind
of
wondering
so
that's
really
helpful.
Thank.
M
A
To
your
questions,
the
discussion
questions
I
wanted
to
put
in
a
plug.
I
know
you
talked
about
demographic
factors
a
little
bit
and,
and
we've
heard
about
schools,
I
didn't
hear
anybody
say
anything
about
seniors
and
others
with
a
DA
needs.
I'd
really
and
that's
kind
of
been
coming
up
more
with
with
with
residents
of
mine
about
about
scooter
use
because
it
it's
not
available.
A
For
you
know,
scooters
are
not
available
to
be
used
by
people
with
with,
without
an
ability
to
stand
for
long
periods
of
time,
but
also
then
have
it
where
the
scooters
are
put
can
be
in
mobility
on
the
sidewalks
themselves,
and
so
those
are
two
issues
kind
of
what
I
don't
even
know
the
answer.
I,
don't
know
the
answer:
I'm
putting
it
out.
There
is
in
terms
of
multimodal
transportation
for
people
with
limited
personal
mobility
or
eighty-eight
needs,
and
how
that
and
I
think
councilmember
Paz
I
mean
even
with
a
stroller
you.
A
You
are
limited
and
you're
in
your
mobility,
but
people
who
are
who
are
in
wheelchairs
or
walkers
or
just
cannot
walk
the
quarter
of
a
mile
that
we
were
talking
about.
How
do
we,
how
can
we
incorporate
strategies
for
them
to
be
able
to
to
take
transit
with,
because
we
are
very
transit
heavy
on
our
goals?
Right?
It's!
A
It's
really
focused
on
transit,
so
the
last
mile
problem
that
people
are
talking
about
yes,
but
also
even
a
quarter
of
a
mile,
is
not
doable
for
my
mother
who's
had
one
knee
replaced
and
hasn't
caught
in
her
second
knee
replaced
yet
and
she's
in
her
early
60s.
So
we're
talking
about
a
pretty
large
portion
of
the
population,
so
I
don't
have
any
answers
for
that.
Any
strategies
for
that
I
just
want
to
put
that
out.
There
I
think
it's
something.
A
Has
these
beautiful
wide
sidewalks
I
used
to
live
there
and
we
had
a
dog,
and
it
was
just
my
husband
and
myself
and
our
dog
and
we
could
walk
three
abreast
at
anywhere
in
Japan
town
and
then
we
moved
to
Willow
Glen
and
the
sidewalks
are
much
narrower
there
and
you
can
walk
now.
We
have
two
dogs
and
then
two
kids,
and
then
we
walked
two
by
two
by
two
by
two
to
get
anywhere
because
you
can't
walk
three
across
and
so
even
me-
and
maybe
this
goes
to
councilmember
paralysis.
A
Reduction
of
a
pavement
and
streets
is
actually
going
into
some
of
our
streets
where
we
now
have
a
lot
of
paint
but
actually
putting
more
wider
sidewalks
as
one
of
our
I
don't
know
if
that's
a
KPI
or
one
of
the
strategies
but
I've
even
just
visually,
increasing
the
size
of
the
sidewalk
so,
for
example,
on
Minnesota,
where
the
sidewalk
is
narrow.
But
there
used
to
be
two
travel
lanes
now.
There's
a
bike
lane
more
pedestrians
use
that
sidewalk
now
because
they
feel
like
the
buffer,
provides
more
safety
for
walking
right.
A
L
Want
to
point
out:
we've
just
applied
also
for
a
city
watt
for
money
to
do
a
citywide
pedestrian
plan
that
will
focus
on
kind
of
the
deeper
technicals
of
where
things
are
particularly
missing
and
all
that
kind
of
stuff.
So
just
we
don't
know
if
we'll
get
that
so,
but
that
work
stream
will
kind
of
help
support
what
you're
talking
about
even
more
than
this
will,
which
is
kind
of
looking
at
these
larger
strategies
right
great,
thank
you
and.
A
Then,
in
terms
of
ways
to
engage
with
the
with
my
district
or
with
other
districts,
I
totally
echo
the
utilizing
schools
and
school
events.
So
there
are
large
events
that
happen
in
my
district
that
are
related
to
the
schools,
for
example
the
Willow
Glen
elementary
5k,
but
but
other
schools
do
walkathons
as
well.
It's
a
perfect
tie-in
and
then,
of
course,
the
walk
and
roll
events.
The
walk
to
school
day,
but
I'd
also
I,
was
also
thinking.
We
have
some
and
I
know.
A
Councilmember
cross
goes
not
here,
but
she
has
a
giant
National,
Night
Out
event
and
that's
where
you're
getting
families
and
everybody's
in
kind
of
in
one
location
and
some
other
I
don't
have
any
real
real
large
I
have
one
National,
Night
Out
event:
that's
that's
bigger
than
the
others.
Mine
are
tend
to
be
smaller,
but
we
do
have
a
senior
walk.
Vice
mayor,
Jones
and
I
have
a
senior
walk
that
we
host
every
year
in
the
spring,
at
Valley,
Fair
and
I
know
there's
a
a
senior
walk
at
Oakridge.
A
Do
you
do
one
at
East
Ridge?
Yes,
so
those
would
be
good
places
to
get
get
our
seniors
and
those
are
I
will
tell
you
the
seniors
that
I
see
at
the
senior
walk
are
not
the
ones
who
come
out
to
neighborhood
meetings
on
a
regular
basis.
It's
a
completely
different
set
of
people
who
come
to
that,
and
then
I
I'm
sure
you
guys
have
already
thought
of
this.
But
Viva
Chi
is
like
the
perfect
place
to
get
because
people
are
out,
but
they're,
not
people
who
are
often
out
on
the
streets.
A
L
A
H
L
H
H
L
A
G
F
G
J
In
this
presentation,
I
would
provide
a
general
overview
of
the
status
of
the
permit
program
and
I
will
provide
some
details
about
the
steps
that
the
Department
of
Transportation
has
taken
to
assess
this,
our
technology
requirement
and
the
progress
that
operators
have
made
to
make
sure
that
they
can
actually
implement
these
technologies
in
the
entire
city.
I
will
also
provide
a
general
overview
of
the
status
of
the
program
management
and
leading
to
the
questions
that
we
have
prepared
as
we
improve
our
systems
and
processes
to
make
sure
that
we
can
effectively
manage
the
program.
J
So
right
now
we
have
approved
five
operators
to
operate
in
the
city
of
San,
Jose
5b,
scooter
operators
with
a
total
of
5600
scooters,
those
relieved,
bird
limes
being
clever,
and
we
are
processing
a
new
permit
application
from
razor.
That's
the
typical
scooter
company,
the
nurhachi
scooters,
and
we
have
seen
quite
a
big
uptake
from
low-income
users
in
San
Jose
compared
to
other
cities.
J
Even
though
we
have
gathered
limited
information
about
low-income
ridership
in
the
city,
we
estimate
that
we
probably
have
about
3
million
trips
completed
by
scooter
in
the
city
of
San
Jose
and
that's
pretty
significant
and
we
are
seeing
new
applications
for
a
variety
of
devices
that
can
support
a
different
type
of
user.
For
example,
the
razor
scooter
has
a
seating
option
for
people
to
have
more
limited
mobility.
So
that's
kind
of
like
interesting
coming
up.
J
J
We're
also
closely
looking
at
the
speed
limit
cap
making
sure
that
all
operators
are
meeting
the
12
mile
per
hour
about
citywide
cap
and
we're
working
with
operators
try
to
improve
their
processes
in
verifying
that
the
user
that
is
actually
landing.
The
scooter
is
over
18
years
old,
we're
most
concerned
about
tandem
riding
with
minors,
so
we're
also
working
a
lot
in
outreach
and
education
campaigns
to
make
sure
that
they
address
the
situation.
J
So,
in
terms
of
say
what
riding
VOT
develop
an
evaluation
schedule
to
try
to
assess
to
better
assess
how
or
what
technologies
operators
are
trying
to
apply
and
how
successful
these
technologies
are.
So
at
this
stage
we
are
seeing
already
some
percentages
of
some
results
of
data
that
operators
have
gathered
regarding
to
these
specific
technologies,
and
these
are
in
general,
technologies
related
to
geo,
fencing
and
machine
learning
based
technology.
J
So,
basically,
they
take
different
streams
of
data
on
the
street
and
they
improve
models
to
develop
the
you
know,
capabilities
to
prevent
that,
what
writing
or
so
down
scooters.
So
right
now
we
expect
to
be
able
to
evaluate
or
fully
assess
the
applicability
of
these
technologies
and
the
scalability
by
January,
2020
and
depending
on
how
much
or
how
well
operators
can
actually
prevent
I.
What
reading
or
reduce
as
I
would
speak
speeds
to
5
miles
per
hour.
J
We
are
thinking
about
developing
a
more
incentive
based
approach
and
determining
which
operators
are
full
compliance
and
to
those
operators
maybe
provide
some
incentives
like
allowing
them
to
increase
speeds
in
other
parts
of
the
city
or
increase
deployment
caps.
If
we
determined
that
there
should
be
the
plumbing
caps
in
specific
areas
for
operators
that
are
impartial
compliance,
then
they
would
not
be
eligible
to
any
of
these
incentives,
but
they
would
be
encouraged
to
continue
to
test
their
technology
applications
and
for
the
operators
that
still
need
to
work
in
their
technology
applications
they
may
get.
J
So
we've
been
talking
with
people
calle
we've
been
talking
with
housing
to
make
sure
that
they've
reach
out
to
members
of
the
community
that
would
benefit
from
from
these
programs
in
terms
of
program
management.
We
don't
have
yet
a
lot
of
tools
for
enforcement,
so
we're
making
sure
that
we
develop
those
so
we're
trying
to
get
a
data
analytics
company
to
develop
a
data
dashboard
for
my
credibility.
J
So
we
can
have
a
better
a
review
of
things
like
the
number
of
times
the
scooter
is
being
used
per
day,
so
we
have
some
overview
of
there,
but
would
like
to
have
much
more
detailed
information.
So
we
can
do
better
enforcement
and
better
planning.
We
were
also
thinking
about
getting
additional
on
street
support
to
monitor
parking
violations
and
also
to
make
sure
that
we
can
work
with
other
cities
and
see
what
they
have
done.
That
would
be
applicable
to
the
city
of
San
Jose.
J
So,
as
we've
gone
this
far,
we
would
like
to
get
your
input
regarding
what
we've
had
developed
first,
our
technology.
Do
you
agree
with
this
incentive
based
approach
and
we'd
also
like
to
get
your
input
regarding
our
purpose
of
developing
designated
parking
areas,
for
example
in
specific
areas
of
downtown,
where
we
see
more
issues
with
scooter
parking
and
that's
all
I
have
right
now.
Thank
you.
F
Thank
you.
I
am
sorry
if
I
did,
if
I
did
not
make
clear
in
the
past
few
years.
At
this
item
its
data
collection
and
its
surveillance
technology,
the
geofence
things
has
had
some
grave
connections
to
us
geo
to
us-mexico
border
security.
What
I
did
try
to
make
clear
is
that
it
doesn't
have
to
be
a
chore
for
San
Jose
to
prepare
good,
open
accountability
practices
for
this
tech,
and
why
not
make
this
a
part
of
your
educational
process?
F
We
can
all
take
part
in
this
now,
without,
with
all
of
this
said,
I
hope
I
can
again
remind
the
city
of
data
that
the
city
of
Davis
California
is
using
the
ACLU
surveillance
and
tech
ordinance
and
has
developed
good,
open
surveillance,
tech
guidelines
and
practices
for
their
wildlife,
spaces
and
trails.
That
should
be
important
for
yourselves
on
this
issue
and
to
also
remind
the
measure
T
public
oversight
board
will
not
only
have
to
be
good
with
coyote
Valley
land
issues,
but
needs
to
be
open
and
progressive
with
measure
T
tech
issues
as
well.
F
H
It's
nice
to
you
know
to
actually
have
now
had
some
time
to
have
a
policy
in
place
and
to
not
have
this
be
such
a
surprising
and
sort
of
new
issue
right,
and
this
feels
comfortable
right
to
have
this
level
of
data
and
in
partnership,
and
so
I
appreciate
the
the
opportunity
to
chime
in
on
some
of
these.
So
first
off
the
this
one's
I
guess
more
timely,
I'm
curious!
If
we
can
do
what
we
did
during
the
it
was
a
cause
national
championship
where
we
sort
of
block
off
right
now,
Christmas
in
the
park.
H
L
Right
if
you
ride
around
San
Jose
State,
you
get
stopped,
so
we
can
do
that
and
we're
also
part
of
the
software
purchase
that
we're
doing
is
based
on
a
data
standard
that
we're
on
the
board
of
that
oversees.
It
and
part
of
that
data
standard
is
specifically
a
policy
expression
which
mostly
is
places
not
to
go.
There.
H
I,
just
given
the
number
of
people
that
we
have
walking
around
the
park,
having
the
scooters
zooming
through
and
I,
was
there
actually
working
as
a
reserve
officer
on
Saturday,
and
even
though
it
was
raining,
there
was
still
a
lot
of
actually
kids
doubled
up.
Maybe
it
was,
it
was
devs
daughter,
I,
just
learned
that
she
did
it.
H
But
they
do
right
ain't,
no,
unfortunately,
right
if
they're
going
into
an
area,
that's
highly
populated
with
a
lot
of
pedestrians
and
people
that
aren't
expecting
to
see
right
and
then
then
we're
just
asking
for
it,
so
that
I
think
would
be
good.
So
that's
just
sort
of
a
more
immediate.
The
other
one
would
be
just
trying
to
figure
out
a
way
to
actually
stop
that.
Stop
the
I
think
the
the
youth
that
are
riding
it.
H
We
already
know
that
it's
pretty
difficult
to
get
people
to
wear
a
helmet
I
feel
like
I'm,
publicly
shamed
all
the
time
because
I'm
always
wearing
my
helmet
and
the
people
are.
You
know,
looking
at
me,
weird,
like
this
guy
in
a
suit
with
a
helmet,
we're
riding
the
scooter,
so
I
think
that's
gonna
be
a
challenge
just
in
general.
So
if
we
could,
though,
prevent
you
know
young
kids
from
from
riding
or
doubling
up
or
you
name
it
and
and
I
know,
it's
not
a
priority
for
the
police
department.
H
H
L
But,
but
not
moving
violations.
That
has
to
be
that
that's
a
police
action
and
one
we
can't
take
as
we
understand
it.
We
we
are
not
able
to
like
take
information
and
have
them
process
it
afterwards,
yeah
great
and
so
so,
enforcement
issues
are
real
there,
but
it
is
worth
noting
one
of
the
interesting
things
we've
seen.
Is
it
Reville
Reville?
They
do
the
electric
mopeds,
but
they
share
and
so
they're
there
talking
to
us
right
now
about
whether
they
want
to
come
to
town
and
one
of
the
things
they
do.
L
Is
they
actually
do
facial
recognition
for
every
single
ride
right,
so
you
have
to
go
in
you,
you
check
in
your
driver's
license
and
say
this
is
me
that
creates
the
the
facial
recognition
stamp
all
right
and
then
every
single
time
someone
wants
to
write.
They
actually
have
to
do
a
facial
recognition.
Again
now
you
know
some
of
us.
Maybe
we
let
our
daughters
go
with
our
face
nut
I,
don't
let
her
just.
H
I,
just
I
do
think
that
right
that
trying
to
get
at
some
of
these
minors
and
that
are
doing
exactly
what
we
see
it
right,
the
doubling
up
and
stuff
that
I
would
love
to
see
what
we
can
do
more
to
be
able
to
stop.
And
if
you
know,
I,
just
don't
think
we're
gonna
get
the
police
department
to
prioritize
some
product.
H
If
you
know
enforcement
of
anytime
soon,
if
we
do
think
we
could
get
I
know
that
we
have
some
parking
patrol
that
rides
around
on
bikes
through
the
downtown
core,
so
anyways
I,
just
I,
definitely
think
that
that
would
be
beneficial
to
try
and
stop
that
this
sounds
like
a
great.
You
know.
One
way
you
know
to
prohibit
that,
but
I
still
it
would
not
be
foolproof.
So.
J
In
the
meantime
serves
this
kind
of
applications
maturer
and
they
get
standardized
along
different
operators,
we're
trying
to
focus
a
lot
on
education
and
outreach.
So
we
are
trying
to
develop
a
single
messaging,
a
specific
about
minor
writing
and
tandem
writing,
and
hopefully,
operators
will
be
able
to
release
that
specific
motion
message
from
February
or
March
when
they
start
ramping
up
again
their
outreach
and
education
and
that's
not
just
physically
at
specific
locations
around
San
Jose,
but
also
the
other
app
so
making
sure
that
they're
not
doing
like
multiple
messages.
H
And
and
and
even
when
enforcement
is
to
come,
I
think
even
that,
even
let's
say
our
police
doorman
said.
Ok,
we
will
try
to
enforce
I,
don't
even
understand
how
that
would
happen
right
because
right,
we're
not
gonna
chase
down
somebody
on
a
scooter
right
and
and
stop
them
so
cuz,
even
at
Christmas.
The
park
will
like
their
to
zoom
and
by
ok
you're
supposed
to
be
18.
H
H
Then
they
crash,
or
it's
easier
to
manage.
That
and
I
do
know
that
that
was
something
that
near
the
the
scooter.
Companies
pushed
back
a
little
bit
on
and
we
even
have
one
of
the
big
violators
out
there
still
bird,
which
I
thank
you
for
denoting
that
I
recently
wrote
it
with
a
couple
friends,
and
there
were
two
limes
and
a
bird
one
of
my
friends.
H
It
was
his
first
time
riding
it
ever
and
he
happened
to
grab
the
bird
and
I
just
kind
of
knew
it
too
and
I
was
like
hey
that
one
might
be
a
little
fin
he's
just
like
he
got
scared
and
he
actually
stopped
it
and
we
switched
because
he
you
know
he
even
the
the
you
know
just
giving
it
a
little.
You
know
go
it.
It
was
too
fast,
so
I
would
lie
and
I
do
think
that
this
can
be
something
that's
phased
in.
H
We
talked
about
maybe
opening
up
the
speeds
in
other
areas
outside
of
the
downtown
core,
first
and
I.
Think
even
you
know
we
can
talk
about
in
the
future
a
year
or
so
from
now.
Do
you
open
up
the
speed?
You
know
a
couple
miles
an
hour
in
the
downtown
core.
Once
you
know
these
are
they're.
Not
so
new
people
have
had
an
opportunity
to
ride
them.
H
You
know,
but
I
do
still
think
that
having
that
camp
is
really
really
helpful
for
both
new
riders
and
the
fact
that
all
the
population
of
people
that
we,
the
density
we
have
downtown
it's
just
so
much
easier
to
manage
and
look
twelve
miles
an
hour
is
sufficient.
I
mean
I've
ridden
in
it's
right.
It's
not
it's
not
like
you're
crawling
out.
There
you'll
ride
it
and
it
still
get
you
much
faster
than
you
would
be
walking.
May.
L
I
ask
a
follow-up
question
sure.
So
one
of
the
things
that
we're
trying
to
figure
out
is
look.
We
have
this.
This
industry-first
approach
to
sidewalk
safety
writing
right,
we're
the
only
city
in
the
country
that
has
this
must
figure
out
how
to
detect,
sidewalks
and
and
and
and
figure
that
out,
the
companies
are.
Some
of
the
companies
are
working
very,
very
hard
on
meeting
this
summer,
papering
things
over,
but
okay,
what
we
want
to
do
is
is
create
some
kind
of
enforcement
approach.
L
F
L
The
hard
work
of
meeting
us
there
giving
them
the
speed,
incentive
and
I
do
think
outside
the
downtown
and
outside
a
not
only
downtown
I
mean
you
don't
want
them
flying
down
with
you
know
a
link.
It
have
either
right.
It's
these
kind
of
places
where
it,
where
there's
lots
of
density,
we
start
creating.
You
know
in
a
sense
kind
of
speed
maps
which
we
can
now
Express
through
the
software
we're
supposed
to
get.
L
Would
you
be
open
to
the
idea
of
you
know
when
someone's
cruising
down
10th
and
11th,
for
example,
you
know
you
got
this
big,
huge
nice
wide
Lane
and
you
have
you
know
traffic
going
much
faster
and
those
kinds
of
places.
It
seems
like
a
really
great
incentive
and
we've
we
floated
this
with
the
companies.
They
really
see
this
as
an
incentive
for
them
to
kind
of
get
to
our
point,
would
you
be
open
to
opening
the
speed
table
for
them
outside
of
these
core
areas?.
H
So
and
I
do
think
that
even
when
we
let's
say
that
we
we
had
it
perfect
today
and
we
had
it
blocked
off
on
certain
side
ways:
I
wouldn't
want
it
to
be
blocked
off
on
every
single
sidewalk.
It
would
be
in
my
mind
the
same
way.
We
do
bicycle
enforcement
in
the
downtown
core,
which
is
when
there
is
a
bike
lane
right
a
safe
passage
for
you.
Then
you
shouldn't
be
on
the
sidewalk
right.
H
You
should
be
in
this
brand-new
buffered
bike
lane
that
we've,
you
know
innovatively
put
into
the
downtown
core
and
not
on
the
sidewalk
with
pedestrians
walking.
But
when
you
don't
have
that
sidewalk
to
go
on
to
I
def,
we
don't
want
to
incentivize
scooters
to
then
be
riding
in
the
roadway,
and
so
in
that
sense,
I
think,
even
though
you
know
the
full
build-out
of
what
sidewalks
we
would
have
prohibited.
H
Isn't
that
much
and
so
I
do
think
that
right
if
we
can
find
a
way
to
creatively,
you
know
block
that
with
these
you
know
and
the
companies
that
figure
it
out
and
are
able
to
do
it
much
like
they
do
around
San
Jose
State
and,
like
we've,
talked
about
these
bigger
areas.
If
we
can
get
them
to
figure
that
out
around
these
smaller
areas,
then
absolutely
I
think
it's
worth
the
incentive
to
say.
Okay,
so
for
you
and
and
I
guarantee
you
riders
will
know
right
away.
H
They
did
that
so
so
as
much
as
this
JPD
right
was
saying
we're
not
gonna
prior
to
his
enforcement
of
at
least
you
know
these
violations
they're,
certainly
not
stopping
from
criminal
activity
like
this,
and
that
did
really
help,
and
so
I
just
want
to
give
kudos
to
them.
For
for
helping
us
with
that,
and
we
know
that
we
see
this
vandalism
happen,
and
so
it's
nice
to
know
that
if
it
does
and
we
see
an
uptick
did,
we
can
work
with
St
Apt
to
help
us
to
stop.
Some
of
that.
H
If
you
don't
mind
going
back
to
the
picture
where
you
showed
where
we
could
sort
of
designated
parking
parking
zones,
so
this
is
actually
the
number
one
complaint
that
my
office
gets
downtown
is
the
clutter
on
where
they're
parked
still
being
parked.
You
ride
blocking,
you
know
the
the
right-of-way
blocking
doors
blocking
the
on
ramps
or
the
a
da
ramps.
It's
gotten
a
lot
better,
but
at
the
same
time
this
is
still
the
number
one
complaint
that
we
got
that
we
continue
to
get
when
I
was
in
Long.
H
Beach
I
saw
this
exact
thing,
which
was
the
the
painted.
You
know
just
certainly
it
wasn't
all
over
the
place,
but
there
were
certain
designated
areas
where
and-
and
we
know
where
they're
at
now,
because
the
the
scooter
companies
every
morning
right
they
their
Chargers,
the
independent.
You
know
contractor
employees
Chargers
that
charge
them
overnight
and
they
bring
them
out.
They
have
the
designated
zones
where
they
like
to
bring
them
out
to
I.
Think
we
could
help
in
that
regard
and
work
together
to
find
okay.
H
Where
are
some
places
that
we're
willing
to
dedicate-
and
it's
just
with
paint
right?
So
it's
not
that
you
know
it's.
It's
we're
giving
up
anything
potentially
right,
it's
and
they're
already
out
there.
So
how
do
we
with
paint
show
then
that
way?
As
the
riders
know?
Okay,
this
is
the
place.
I
should
be
parking
it
and
again
it
doesn't
have
to
be
everywhere,
but
I
think
we
can
in
the
high
rider
areas,
have
some
of
these.
H
These
striped
so
I
definitely
agree
with
this
in
the
in
the
parking
that
we
should
consider
that
and
move
forward
with
some
of
those
opportunities
and
the
last
one
was
in
regards
to
the
enforcement,
which
I
already
talked
about.
I,
do
look
forward,
I!
Think
it's
a
bummer
unfortunate
right.
We
can't
really
address
the
the
kids
riding
them,
but
just
to
be
able
to
enforce
and
put
a
little
pressure
on
the
companies
for
some
of
the
other
violations.
I
think
it
will
be
helpful
to
have
that
third-party
contractor
Thanks
council.
M
M
M
One
of
my
questions
I'm
very
comfortable
with
expanding
like
the
fleet
size.
The
speed
I
would
still
have
questions
about,
especially
if
we
open
up
so
I've
been
talking
with
some
companies
who
are
looking
to
expand
and
district
seven
and
have
you
know,
they're,
looking
at
having
scooters
go
down
major
thoroughfares,
where
traffic
is
going
pretty
fast
and
I'm,
not
sure
having
a
scooter
even
with
this
small
increase
is
very
safe.
What
are
you?
What
do
we
know
about
that
speeds
and
safety?
So.
J
M
A
J
So
these
are
not
like
the
environments
for
scooters.
That's
why
we're
thinking
about
introducing
different
types
of
sure
micro
mobility
devices
like
the
mobile
device
that
Francis
mentioned
before,
because
these
devices
would
go
up
to
2025
miles
per
hour,
they're
still
designed
to
go
into.
You
know
neighborhood
streets
like
inner
street,
not
highways
or
bridges,
but
they
go
a
little
bit
faster.
They
have
a
lower
center
of
gravity
and
they
just
will
cater
to
a
different
type
of
user.
J
So
some
operators
are
very
diligent
in
providing
us
with
information
about
how
they're
keeping
the
12
mile
per
hour
limit.
Via
you
know,
standardized
testing
under
standardized
conditions
and
other
operators
are
always
like,
oh
I'm,
so
sorry
I
think
some
scooters
came
from
another
market
and
we're
not
properly
capped.
So
that's
another
thing
that
we
could
when
determining
which
operator
is
capable
of
handling
hires
to
be
differential.
Okay,.
M
That's
that's
helpful,
I'm
also
comfortable
with
what
counts
member
Perales
said
about
sort
of
designating
some
spaces.
One
of
the
things
that
I've
been
thinking
about
is
how
can
we
encourage
scooters,
especially
as
San
Jose,
State
and
sharks?
I
sort
of
have
is
going
to
experience
some
construction,
but
the
city
owns
Kelly
Park
right,
so
that's
city-owned,
there's
San
Jose,
Giants,
there's
San,
Jose,
State
and
sharks
ice,
it's
kind
of
a
no-brainer
to
be
able
to
take
a
scooter
or
what
is
it?
M
The
the
lyft
bicycle,
or
at
least
maybe
do
that
kind
of
multimodal
take
the
bicycle
most
are
some
of
the
way
or
Drive
in
one
place
park.
There
pick
up
your
lifts
it
or
your
bicycle
ebikes
and
then
do
the
rest
of
the
way,
because,
frankly,
we
don't
have
space
for
everybody
in
these
places,
bless
you
and
we
control
that
land.
So
maybe
there's
a
cool
little
docking
place
that
we
can
put
as
we
encourage
families
to
bike
or
scooter
that
last
mile
and
the
fairgrounds
is
another
place.
M
M
K
Councilmember
Innes,
thank
you.
I
just
have
a
question
about
the
low
income
shared
program
and
I
know
we're
working
on
a
I.
Think
it's
an
RFI
or
RFQ
you'll
be
soon
announcing
who
you've
chosen
for
the
for
the
dashboard
or
who
would
develop
it
and
I.
Don't
know
the
intricacy
of
that
RFQ
so,
but
I
just
wanted
to
make
sure
that
we're
taking
a
look
at
like
the
enrollment
cuz
this
this
this
little.
K
K
J
So
we've
you
know,
compiled
every
post
based
of
all
these
organizations
in
the
city
of
San,
Jose
and
shared
with
operators,
and
we're
now
encouraging
them
to
go
and
do
outreach
and
engagement.
Events
at
these
places
in
you
know,
in
alliance
with
downtown
San,
Jose,
Association
and
other
neighborhood
associations
to
make
sure
that
they
are
actually
reaching
out
to
this
population
and,
like
I
mentioned
in
the
presentation,
the
city
San
Jose,
is
actually
not
doing
that
bad.
J
It's
actually
doing
very
well
in
terms
of
signing
up
to
these
a
scooter,
low-income
programs
compared
to
other
cities.
So
we
see,
for
example,
lift
has
been
able
to
do.
You
know
a
great
job
in
signing
up
people
and
that's
kind
of
like
an
inheritance.
They
have
from
the
motivated
experience
with
the
e-bikes,
so
they've
been
very
successful
with
the
low
income
program
for
bike-share
and
they
were
able
to
to
transfer
that
to
the
east
quitter
program
and
I.
J
Think
it's
the
city
of
San
Jose
is
the
most
successful
low
income
program
for
lyft,
even
more
successful
than
for
the
City
of
Oakland
or
the
city
of
San
Francisco.
So
we
don't
have
yet
you
know
a
lot
of
information
from
other
operators,
perhaps
because
some
of
them
just
pretty
much
launched
in
the
city
of
San
Jose,
that
we
are
definitely
pushing
to
make
sure
that
they
will
engage
these
individuals
in
their
own
region.
Efforts
yeah.
J
From
the
day
they
get
permitted,
they
need
to
deploy
20%
of
their
fleet
in
those
areas
of
concern.
So
the
question
that
we
still
have
is:
how
successful
are
they
in
reaching
out
to
low-income
members
to
make
sure
that
low-income
materials,
for
example,
are
accessible?
So
most
operators
are
still
working
on
developing
Vietnamese,
for
example,
language
materials.
So
we're
following
up
on
all
of
these
things,
to
try
to
make
sure
that
they
have
all
the
tools
that
they
would
need
to
reach
out
to
those
members
of
the
community.
A
K
I
know
that
we've
just
finished
talking
about
reaching
hard-to-reach
populations
and
I
would
see
that
this
is
you
know
if
they
doubled
up
on
our
efforts
that
we
already
have
that
they
could
get
to
these
communities.
So
I,
don't
know
what
the
total
number
that
lyft
has
of
registered
users,
but
this
is
492,
low-income
users
and
I,
don't
know,
but
the
total
number
is
and
I
don't
know
if
that
really
is
20%
of
it.
Lime
has
160
I
venture
to
say
that
they
have
more
than
than
this,
and
this
is
partly
not
20%
of.
I
Sure,
hey
look
at
that.
It
is
working
okay,
good.
So
the
the
20%
requirement
is
a
geographic
requirement
and
the
low-income
program
requirement
is
a
requirement
that
you
serve,
that
you
offer
a
deeply
discounted
program
for
low-income
users.
We
currently
don't
have
a
requirement
that
says:
X
number
of
your
users
or
X
percent
of
your
users
should
be
low-income.
It's
something
that
you
know
we're
having
to
take
input
on,
but
currently
that's
the
20%
is
Geographic
and
the
and
the
requirement
around
having
a
low-income
program
is,
is
that
it
exists
and-
and
me
thank.
K
You
yeah
sometimes
those
two
intersect
but
like
to
say
for
Evergreen
its
it's
a
community
of
concern
not
because
of
income,
but
because
of
geography
right.
So
we
don't
see
as
many
scooters
as
I
would
like
to
see
right,
but
I
think
it
makes
sense
out
there,
because
it's
so
huge
in
terms
of
right.
The
rest
of
the
districts
we're
like
three
times
as
large
as
district
5.
So
you
would
think
that
we
would
need
some
of
these
scooters
to
get
from.
K
You
know,
yeah
from
our
home
to
the
community
center,
our
home
to
the
nearest
CBS
store,
I
I'd
like
to
see
more
of
that
in
in
my
community
as
well.
As
you
know,
there's
a
lot
of
use
from
our
college
campus
right.
I,
don't
know
that
we're
maximizing
that
and
I'm
not
trying
to
compete
with
with
our
bike
park,
but
there's
enough
for
everybody
to
go
around
right
at
Lake.
K
Cunningham
there's
also
an
opportunity
for
people
to
enjoy
all
of
the
lake
through
a
scooter,
because
you
can't
take
the
the
bike
rentals
from
the
bike
park
outside
of
the
out
of
the
bike
park.
So
how
do
we
see
the
rest
of
the
park?
I
know
some
people
it's
it's.
Can
you
walk,
but
but
it
would
be
really
nice
for
our
folks
who
are
using
scooters
as
a
way
to
be
mobile,
and
maybe
it
was
something
that
helps
facilitate
their
mobility
to
be
able
to
enjoy
the
different
parts
of
our
city.
K
So
thank
you
for
for
distinguished
for
dealing
delineating
both
of
those
but
I,
think
you
know
and
I
think
for
the
most
part,
communities
of
concern
are
kind
of
the
low-income,
but,
as
you've
said
you
haven't,
you
haven't
set
any
low
income
user
criteria.
Is
there
a
reason?
Is
there
a
reason
for
that?
So.
J
We
looked
at
different
scooter
programs
in
California
and
elsewhere,
and
this
is
pretty
much
like
the
industry
standard
to
require
about
a
you
know:
a
20%
of
their
fleet
to
be
dispersed
in
geographic
areas
of
low-income
communities
and
I
think
that
that
standard
also
looks
at
the
ability
of
the
company
to
meet
that.
So
right
now
the
rates
of
scooter
rentals
are
pretty
low
compared
to
what
the
companies
believe
that
they
could
charge.
K
F
I
M
K
L
J
Discount
that
operators
are
required
to
provide
is
fifty
percent
of
their
current
fee,
so
that
would
be
at
the
very
least,
but
some
operators
are
actually
doing
much
more
than
that,
and
that's
the
case
of
lift.
So
another
thing
that
we
look
at
is
actually
how
much
can
really
these
communities
are
for
and
are
they
income
program
sufficient
they're
low
income
from
insufficient
okay.
K
K
J
L
C
L
And
we'd
love
to
kind
of
push
it
out
there.
Andreea
gets
to
go
to
a
lot
of
places
to
talk
about
it
because
of
it
as
well,
but
we
are
we'd
love
to
do
a
lot
of
press
and
kind
of
stuff
around
it
right
once
we
have
a
few
companies
who
have
actually
solved
it.
Okay,
it's
it's
an
incredibly
difficult
problem
and.
C
L
We're
seeing
is
a
few
different
approaches,
one
using
kind
of
the
retail
Bluetooth
beacons
you
may
have.
You
may
know
of
that
used
in
in
stores
to
kind
of
pinpoint
where
people
are
some
companies
who
claim
to
have
a
centimeter
geolocation
technologies,
clever
whose
groove
cycles
or
scooters
are
out
there
claims
that
and
a
lot
of
them
are
looking
at
machine
learning
through
sensor
data
on
the
scooter.
So
you
know
the
accelerometers
that
give
vibration
analysis,
the
only
one
that
seems
to
have
given
us
a
we
actually
think
we
can
solve
this.
L
Pretty
soon
is
clever
with
their
geolocation
technology,
but
their
scooters
that
have
them
right
now.
Don't
have
it
turned
on
so
we're
kind
of
seeing
a
lot
of
different
things
out
there.
We
do
see
convergence
in
most
of
the
companies
looking
at
machine
learning
from
the
firm
sensor
Suites
on
the
on
the
scooters
themselves,
but
nobody
has
actually
solved
this
problem
yet
to
our
satisfaction.
So.
C
The
city
is
asking
the
city
because
I
feel
like
the
city
should
have
a
part
in
this
in
the
sense
of
like,
if
even
we're
just
putting
down
like
geo
tag
markers
in
our
on
longer
sidewalks
like
the
sensor
somewhere
I,
don't
know
how
this
works,
but
I.
Imagine
there
has
some
role
for
us
in
the
city
to
kind
of
like
put
down
breadcrumbs
where
the
boundaries
are
or
something
to
help.
Somehow
and
I,
don't
know
if
we
are,
but
so
we.
L
Are
we
we'd,
rather
not
sure,
right,
we'd
rather
just
say,
hey
streets
that
have
bike
lanes
they
along
side
them?
You
should
be
able
to
sense
where
you
are
on
those
and
that's
it
we've
given
him
this
map
here
and
said
since
these
places.
If
this
is
gonna
scale,
we
can't
put
Bluetooth
beacons
every
400
feet,
which
is
what
it
requires
for
that
technology
to
work
along
the
right
of
way
in
any
scalable
way
they
want
to
pay
for
that.
Maybe,
but
do
we
want
to
see
that
and.
C
And
I
don't
have
a
like
a
preconceived
kind
of
preference,
but
as
we're
pushing
this
and
I'm
glad
we're
kind
of
trying
to
push
the
industry
in
this
direction.
But
do
we
do
we
want
a
general
like
open
source,
shared
kind
of
system
where
that's
that
scalable
replicable
in
Los,
Angeles
or
Santa
Monica
or
like
Austin
Texas
or
wherever
else
or
do
we
kind
of
want
to
push
like
you
know?
Clever,
is
the
first
kind
of
the
guest:there.
L
I
mean
we're
thinking
about
it,
and
a
lot
of
the
companies
are
talking
to
us
about
it,
and
we've
we've
said
this
to
a
lot
of
them.
If
somebody
solved
this
work,
we
would
like
you
to
share
write
the
airline
industry
works
on
that
basis.
Right,
if
somebody
has
a
Safety,
Improvement
they're
not
allowed
to
mark
it
on
that
they
have
to
share
it
right
and
so
that
it's
definitely
a
good
model
or
we
go.
L
Are
we
set
on
implementing
that
yet
I
think
it's
too
early
days
to
kind
of
say
and
a
company
like
clever.
They
have
like
what
I
think
200
scooters
in
our
city,
but
by
far
the
smallest
deployment,
their
object
is
to
create
technology
that
they
can.
They
can.
They
can
sell
right,
and
so,
if
that's,
what
motivates
the
market
to
actually
create
the
thing?
L
C
C
But
if
you
can
do
it
partially
you're,
not
and
then,
if
your
non-compliance
so
I
guess,
my
question
is
once
somebody
hits
the
goal
once
somebody
we
know
that
it's
doable.
Why
are
we
even
allowing
non-compliance
at
all?
Do
do
we
even
want
like
I,
don't
want
to
monopoly?
So
let's
say
we
say
the
first
three
companies
are
the
first
four
companies
to
solve
it.
J
That's
exactly
the
reason
because
of
what
she
said.
So
partial
compliance
means
that
the
operator
has
done
great
efforts
to
meet
the
requirement,
but
he's
not
there
yet
cannot
effectively
reduce
the
speeds
of
the
scooters
to
five
miles
per
hour,
and
you
know
99%
of
the
times,
but
maybe
seventy
five.
So
it
still
needs
to
work
a
little
bit
more
to
meet
that
requirement.
So
these
operators
that
are
impartial
compliance
they're
almost
there,
they
will
now
receive
incentives,
but
that
would
definitely
be
encouraged
to
continue
to
improve
that
technology.
J
Operators
that
are
in
non-compliance
or
those
that
really
are
far
from
meeting
that
goal.
So
they,
instead
of
an
incentive,
they
will
be
restricted.
So
they
will
not
be
allowed
to
deploy
a
great
part
of
their
fleet,
for
example
in
the
in
the
preferred
market
share
area.
So
they
would
have
to
deploy
that
fleet
in
other
areas
that
are
underserved
from
the
east
cooler
market.
So
the
idea
is
to
use
that
and
sort
of,
like
incentivize
restriction
mechanism,
to
make
sure
that
scooters
are.
J
C
And
I
guess
the
last
two
things
is
just
with
the
speed
thing:
I,
don't
really
use
this
group
I've
been
on
a
scooter
once
or
twice
I,
don't
use
it
I
still
like
walking,
but
I
also
know
that
statewide
we
can't
enforce
the
helmet
rule.
So
I
really
I,
don't
have
a
sense
of
16
miles
an
hour
plus
you
know
12
what
the
differential
is
in
terms
of
safety.
C
Just
sounding
hearing
it
I'm
a
bit,
especially
since
we
can't
enforce
the
helmet
thing,
so
I
would
rather
kind
of
incentivize
it
by
you
know,
markets
and
where
you
can
deploy
and
not.
If
you
can
fulfill
this,
but
I
have
seen
the
the
designated
parking
spots.
I
forget
where
I
think
in
DC
or
somewhere,
but
I
think
it
looks
neater
and
it
creates
the
kind
of
kind
of
a
civic.
C
M
Thanks
so
I
had
a
question
going
back
to
the
communities
of
concern.
The
council
member
arenas
brought
up.
That's
within
the
perimeter.
Correct
is
that
city
wide
or
within
the
entire
operation
area,
and
then
I
just
heard
you
say
that
we're
putting
scooter
company
non-compliant
scooter
companies
are
allowed
to
put
scooters
that
don't
comply
with
speed
or
sidewalk
requirements
in
poorer
parts
of
the
city.
Tell
me
I'm
wrong.
You're.
L
That
the
what
we're
talking
about
up
here
is
the
sidewalk
technology
regulation,
which
is
a
first
in
the
nation
and
we're
pushing
the
entirety
of
this
market
around
through
this,
and
so
what
we
don't
want
to
do
is
as
make
a
whole
bunch
of
companies
disappear.
That
really
are
giving
a
service
to
the
country
that
we
really
like
in
terms
of
first
and
last
mile
and
all
of
these
things,
unless
they're
really
flipping.
You
know
really
not
working
with
us
right
watch
language,
/language
right,
so
no
and
definitely
on
the
speed
thing.
No,
no!
L
That's
that's
that
that's
a
standard
we
were
we
are.
We
are
proposing
an
option
of
saying
if
they
meet
these
work,
other
requirements
that
are
very
difficult
to
do
that
we
would
allow
them
to
go
faster
in
other
parts
of
the
city
that
just
a
proposal
and
those
those
are
definitely
separate.
So
we're
definitely
not
doing
that
that
very
awful
thing
of
dumping
things
in
certain
parts.
J
Of
the
city
cool,
thank
you,
I
would
like
to
clarify.
Maybe
the
language
is
a
little
bit
harsh,
but
non-compliance
doesn't
mean
that
the
operator
is
not
working
on
this.
So
all
of
the
operators
are
actively
engaged
in
this
and
they're.
Just
some
of
them
have
been
able
to
do
greater
improvements
than
others,
but
there
is
no
single
operator
that
is
not
fully
committed
to
meet
this
requirement,
so
we
don't
have
any
operator
that
it's
like
a
bad
actor
that
we
would
you
know
ask
him
to
deploy
in.
J
Another
area
is
simply
in
areas
where
there
is
very
high
volumes
of
pedestrian
activity.
They
would
not
be
able
to
have
like
a
large
employment,
but
in
other
areas
where
there
are
not
such
high
volumes
of
pedestrian
activity,
so
nothing
to
do
with
communities
of
concern,
but
instead
you
know
where
they
can
actually
be
operated
safely.
Okay,.
M
H
Our
sidewalks
I
do
not
want
to
install
anything
throughout
the
site
west
of
the
downtown
core,
especially
knowing
that
when
we
reached
out
to
the
different
companies
they
each
said
they
would
need
their
own
right,
and
so
now
we're
talking
it's
it's.
So
it's
just
III
want
to
avoid
that
altogether.
I
think
we
can
achieve
it.
The
same
way.
H
A
We
really
have
to
stop
having
a
side
conversation,
so
the
the
comment
that
that
comes
from
Everett
for
all
those
things
I'm
which
I
am
going
to
make
is
that
the
non-compliance.
We
got
to
put
a
timeline
on
that
and
then
say,
if
you're
not
compliant
at
after
a
certain
time.
Like
sorry,
we're
not
renewing
your
permit,
what
we're
revoking
them.
You
can't
be
here,
because
if
we
have
multiple
operators
that
are
impartial
in
full
compliance,
then
we
know
it's
not
a
tech
problem.
A
It's
a
will
right
and
so
that
that
carrot
or
that
stick
needs
to
be
a
lot
sharper.
I
think
with
a
time
limit
is
that
the
one
you
agreed
with
hashtag
mom
talk
there
you
go,
I,
have
more
mom
talk
actually
because
I'm,
not
just
a
killjoy
for
my
minor
daughter
who
should
not
be
riding
these
scooters.
I'm
gonna
be
a
killjoy
about
the
speed
limit,
increases.
I,
think
we
have
to
tie
it
to
that
facial
recognition
so
get
so.
We
can
get
minors
off
of
those
scooters,
especially
the
faster
scooters.
A
The
other
thing
that
gives
me
pause
about
the
speed
limit
increases
outside
the
downtown
area
is
the
axis
of
mobility
plan.
We
just
talked
about
and
wanting
to
have
more
people
walking
on
sidewalks
if
the
scooters
are
going
even
faster
than
they
already
are
and
they're
on
sidewalks,
even
if
it's
in
currently
low
traffic
areas
or
low
density
areas
where
we're
most
likely
to
I
think
have
walkers
as
opposed
to
other
other
modes.
A
A
We
need
to
have
the
geofencing
on
Lincoln,
Avenue
and
Willow
and
Minnesota
at
minimum,
and
we
also
are
having
this
problem
on
the
Alameda
and
there
are
no
bike
lanes
on
that
Alameda
so
that
one's
a
tricky
one
but
I
think
we
have
to
think
about
that
speed,
limit
increase
and
the
writing
on
sidewalks
and
the
pedestrians.
That's
very
concerning
to
me
and
we've
had
some
and
and
I
will
say,
I
think
it's
more
minor
riders
than
not
minor
riders
who
are
having
those
pedestrian
scooter
negative
interactions
right.
A
It's
an
older
Walker,
a
younger
square
rider
and
they're
just
blazing
past
them
on
the
sidewalk.
When
they
shouldn't
be,
they
should
be
slowing
down,
they
should
be
throttling
their
speed,
so
that
is
my
mom
talked
and
I
would
like
to
entertain
a
motion.
I
think.
Unless
there
are
more
comments,
I'll.
A
I
H
Then,
when
we
come
back
in
a
spring,
if
you
can
from
now
to
then
have
some
conversations
with
some
of
the
other
council
members
to
determine,
are
there
other?
You
know
after
we
get
done
with
this
first
pilot
to
see
if
we
can
make
it
work,
I
think
it
should
be
that
much
easier
now
to
make
it
work
in
another
area
and.
A
Would
you
would
you
also
add
to
your
motion
tying
the
Prevention
of
minor
riding
to
those
incentives
as
well?
Please,
yes,
thank
you
all
in
favor
all
right
that
motion
carries.
Thank
you.
So
much
do
T
team.
All
right,
I
think
we
are
on
to
open
forum
and
I
have
two
cards.
The
first
is
from
Kathy
sue,
McMurray
and
Ronald
Damon
Damon.
J
A
N
N
N
Our
family
has
owned
and
lived
at
for
seven
one:
nine
marina
drive
for
four
generations.
Our
home
was
built
in
1960.
It
was
the
model
home
for
the
Strawberry
Park
housing
development.
There
has
never
been
a
tree
in
our
Parkway
in
59
years
and
we
have
never
received
notice
from
the
city
that
one
was
required
in
all
of
those
years
until
November
12
2019.
N
He
is
the
director
of
instrumentation
and
public
programs
for
Fremont
peak
observers
Association
and
has
been
an
active
volunteer
for
the
state
parks,
public
programs
in
astronomy
for
over
25
years.
He
also
did
the
morning
public
programs
on
Wednesdays
and
Sundays
at
the
California
Academy
of
Sciences
planetarium
in
the
old
building.
N
A
G
A
G
A
F
Hi,
thank
you
to
note.
The
geofence
will
be
working
in
conjunction
with
San
Jose,
State
University
and
on
the
consent
calendar
tomorrow
you
will
be
approving
a
four
hundred
thousand
dollar
grant
application
for
airport
runway
work,
I'm
pretty
sure.
Well,
any
of
this
money
be
going
to
a
more
impartial
study
on
the
future
of
high-rise
building
height
limits.
Thank
you
for
supplying
car,
ridership
and
financial
projections
for
the
next
20
years.
Today
it
made
for
openness
and
better
thought
and
for
myself
to
see
and
make
better
better
decisions.
Thank
you.
F
We
all
can
be
fallible
and
it
often
takes
time
to
work
out
and
make
clear
initial
plans
and
good
ideas,
text,
surveillance
data
collection
in
cyber
security
guidelines,
accountability,
public
oversight
and
to
be,
and
to
more
openly
practice
better
human
and
civil
rights
that
were
specifically
created
to
work
towards
ideas
of
peace,
better
human
reasoning
and
sustainability,
and
to
leave
an
era
of
9/11
war
and
continual
war.
These
are
important
concepts
to
myself
at
this
time
that
I
I
try
to
talk
about.
F
After
I
have
35
seconds,
I
hope
you
can
consider
minimal
practices
with
vision,
zero
and
in
in
the
future.
That
is
important.
I
can
talk
more
about
this
subject
later
I'm
hopeful,
San
Jose
will
be
continuing
to
work
towards
better
ideals
of
vision,
zero
into
2020,
and
it
should
be
an
interest
that,
while
initial
UN
and
state
of
California
ideas
of
how
the
everyday
public
can
be
invited
to
help
build
public
oversight,
it
should
make
sense
that
we
can
now
start
to
ask
these
same
institutions
what
can
be
good
public
oversight
of
themselves
as
well.