103-B - Bicycle Transportation Plan.pdfATTACHMENT B
I City of Cupertino
Bicycle Transportation Plan
Prepared by the Cupertino Bicycle and Pedestrian
f ®RAFT - February 28, 2011
Plan Contributors
The Cupertino Bicycle Transportation Plan has been developed by the Cupertino Bicycle and
Pedestrian Commission (the Commission), with contributions from the following Commissioners
and public agency staff.
Alan Takahashi
Hannah Chow
Anne Ng
Jim Wiant
David Stillman
Joe Walton
David Greenstein
Mark Fantozzi
Don Armstrong
May Koski
Erin Cooke
Michelle DeR
Geoffrey Paulsen
William Chan
Glenn Goepfert
Contents
1 Executive Summary ................................................ ................ ......' ................... 5
1.1 Recommendations......................................................:........................
6
1.1.1 Engineering ...............................................
....................................................6
1.1.2 Encouragement
......... .........................:...... .................... ......................... 6
1.1.3 Education.......................................:
:............................:......................................... 7
1.1.4 Enforcement............................................:...................:.........................................7
1.2 Chapter Descriptions
................... ..... ............................................. 7
1.2.1 Environment...................................................................................................... 7
1.2.2 Engincerrng ...: ;............:............................... 7
1.2.3 Encour4gement........
..................................................................................................... 7
L2.4 Education . cc..
........':.................................................................................... 8
1.2.5 Enforcement.:' ......................................
................................................ ............... ........ 8
1.3 Conclrxson....................................................................... 8
2 Environment ......:..
............................................................................. 9
2.1 Land Use ..... ......:..
............,.............................................................................. 9
2.2 Em to ent
10
pYin ...............................................................................I.............
2.2.1 ,Manufacturing Employment.................................................................................
10
2.2.2 Non -Manufacturing Employment ..............................................
2.2.3 Sehools,lligh Schools, and College.....................................................................
11
2.2.4 Parks ".................................................................................................................
11
2.2.5 Public$uildings....................................................................................................
11
2.2.6 _0 Major Shopping Centers........................................................................................
12
2.3 Bicycle Usage...............................................................................................................
12
3 Engineering...........................................................................................................................
13
3.1 Methodology.................................................................................................................13
3.1.1 Type of Bicyclists.................................................................................................
13
3.1.2 Transportation versus Recreation ........... :.............................................................
13
3.2 Bicycle Technical Guidelines.......................................................................................
14
3.2.1 Traffic Signal Detection........................................................................................
14
3.3 Bikeway Classifications................................................................................................
14
Bicycle Transportation Plan 2 of 67 28 February 2011
3.4 Recommended Bike Network....................................................................................... 16
3.4.1 The Major Cupertino Bikeways.......................................................•---................. 17
3.5 Bikeway Implementation.............................................................................................. 35
3.5.1 Process.............................................................................•.................................... 35
3.5.2 Cost Estimates..................................•---................................................................. 35
3.5.3 Route Prioritization Criteria .................................. 35
3.6 Bikeway Prioritization...................................................................... 36
3.6.1 Prioritization Criteria............................................................................................ 36
3.6.2 Bikeway Priority............................................................... ............................... 38
4 Encouragement............................................................................:.... .............................. 39
4.1 City Sponsored Programs................................................•.......................................... 39
4.2 Bicycle Commuting Programs ......................................,.
................................... 40
4.2.1 Bicycle Commuting Campaigns ..................... `...i.. ...... 41
4.2.2 Incentives to Use Bicycle Commuting .. 41
4.2.3 Support and Applaud Bicycle Commuting ............................ .•....................... 43
4.3 Guidelines for a Bicycle Promotion Program ............................... .................... 44
4.3.1 Employer Resource Kit ............... ......... .....: .............. 46
4.3.2 Commuting Events and Activities .........:....................:.:................. 47
4.3.3 White Bike Program ...............................:.................................................. 47
4.3.4 Bicycle Hotline ...... ................... ......................................................... 47
4.3.5 Media Campaigns ..............................................................::.......................................... 47
4.3.6 Bicycle Education and Safety.......,................ ........................................... 47
4.3.7 The "Cupertino Bicycle Safety,Week....................................................... 47
4.3.8 Worksite Improvements.... ..:'............................................. 48
4.3.9 Incentive Programs :..................................... 48
4.4 Types of Bicycle ParkingDemand and Facilities......................................................... 49
4.5 Matebing Demand with Facility Type.................................................................... 49
4.5.1 Short-term Parking? ............................................................... 49
4.5.2 Long-term Parking ..: ........................................................................ 49
4.5.3 Overnight Parking:;. .......................................................................................... 50
4.6 Recommended Bicycle Parking.................................................................................... 50
4.&.1: Bike Rack Placement Criteria ................................
4.7 ..Showers and Lockers.................................................................................................... 51
5 Education:..............................................................................................................................52
5.1 Child Bicyclists........................................................................................................ 53
5.1.1 Educational Elements............................................................................................ 53
5.1.2 Bicycle Helinets.................................................................................................... 55
,,5.2 Adult Bicyclists............................................................................................................. 55
5.3 Motorists ...`:.................................................................................................................. 55
6 Enforcement..........................................................................................................................57
7 Appendix A. Plan Conformance to Existing Plans............................................................... 59
8 Appendix B. Bikeway Classifications ................................... ............................... 60
8.1.1 Class I Bike Path................................................................................................... 60
8.1.2 Class H Bike Lane................................................................................................. 60
8.1.3 Class III Bike Route.............................................................................................. 61
9 Appendix C. Bike Parking Facilities.................................................................................... 63
28 February 2011 3 of 67 Bicycle Transportation Plan
9.1.1 Class I Facilities ...........................................
9.1.2 Class 11 Facilities ..........................................
9.1.3 Class III Facilities ........................................
9.1.4 Other Facilities .............................................
10 Appendix D. Bicycle Education and Safety ............
10.1 Promotional Sources ............................................
10.2 Funding Sources ...................................................
Figures
... 63
......................................................... 63
......................................................... 63
......................................................... 63
Figure 1: Cupertino Land Use and Zoning......................................I.,...` .:...
Figure 2: Cupertino Bicycling Destinations ............................... :....
Figure 3: Local Santa Clara VTA Transportation Routes .... .......:`
Figure 4: Major Employers with Commuting Bicyclists' Facilities .....
Bikeway Networks
................................. 65
................................. 65
................................. 67
........•.. •..................10
................................. 12
............................. 44
................................ 45
Bikeway 1: Foothill Blvd between Creston and Santa Lucia Rd :.............. 18 ..........
Bikeway 2: Palm Ave —Mira Vista Rd —Janice Ave.....:
Bikeway 3: Orange Ave —Fort Baker Dr .................................................................................. 20
Bikeway 4: Mary Ave —De Anza College between Homestead Rd and McClellan Rd .............. 21
Bikeway 5: Stelling Rd between Homestead Rd;& Prospect Rd ...:................................... 22
Bikeway 6: Greenleaf Dr —Valley Green Dr—Bandley Dr ....... ...v...................................... 23
Bikeway 7: Blaney Ave between Homestead Rd & Bollinger. Rd ........................................... 24
Bikeway 8: Portal Ave between Merritt Dr & Wilson Park .............................................. 25
Bikeway 9: Miller Ave . Wolfe Rd ............ ............................................................................ 26
Bikeway 10: Tantau Ave -Barnhart: San Tomah Aquino Trail ..................................
Bikeway 11: Stevens Creek Recreational Trail ........................................................................ 28
Bikeway 12: Alves Dr—B , ey . Lazaneo Dr Forest Ave —Amherst Dr ........................ 29
Bikeway 13. Greenleaf Dr —Marian Av Merritt'Dr Portal Ave ............................................ 30
Bikeway 14. Rodrigues Ave ---Wilson Park—Creekside Park —Phil Ln —Barnhart Ave .......... 31
Bikeway'15: McClellan Rd.between E.00thill Blvd & De Anza Blvd .......................................... 32
Bikewayl6: Rainbow Dr between Bubb Rd & Stelling Rd ...................
BikewaYI Stevens Creek Blvd —Sad Antonio County Park .................................................... 34
Bicycle Transportation Plan 4 of 67 28 February 2011
1 Executive Summary
In December of 1998 the Cupertino City Council unanimously approved a Bicycle
Transportation Plan designed to encourage bicycling as a safe, practical and healthy alternative
to the use of the family car. The plan stated that "with the growing congestion of the South Bay
freeways and the inherent limitations of carpools, vanpools and public transit, commuting to
work and/or school by bicycle is a solution of choice for a growing number of Cupertino
residents."
During the past 12 years Cupertino has witnessed a significant increase m bicycle use not only
for commuting, but for utility and recreational purposes as well, and by citizens of all ages and
skill levels. Given ever increasing gasoline prices, growing effoAs'fo reduce heat -trapping gases
related to climate change, and Cupertino's commitment to becoming an outstanding Bicycle
Friendly City, this upward trend in bicycle use is projected to. accelerate
Also, during those 12 years Cupertino has responded:to the increased bicycle usage with the
following major accomplishments:
s The Mary Avenue Bicycle Pedestrian Footbridge
Nearly three and one-half miles of Bike Lane desi
Road from Grant Avenue across Swallow. Way to
® One and one half miles of Bike Route desigi
Milford Drive, Castine Avenue, Greenleaf f
Bandley Drive, Marian Avenue, and Merrt
® Two and two tenths miles of Bike Route deq
Street and Bollinger Road to De Anza Blvd.
® Bike Lane designation along Stelling Road
along Prospect Road to 'Ile Anza Blvd
both directions along Homestead
Mary Avenue along Lubec Street,
on Drive, Valley Green Drive,
artal Avenue
Stelling Rd. along Erin Way, Kim
Road to Prospect Road and
® Numerous maintenance accomplishments such as the new, wider Bollinger bridge across the
Calabazas Creek.
This updated; version of our Bicycle Transportation Plan will continue to conform (for additional
conformance information, see Appendix A, Plan Conformance to Existing Plans) to the
requirements of the Valley Transportation Authority's (VTA's) Bicycle Expenditure Program
(BEP) as the funding;, mechanism for bicycle related projects proposed by Member Agencies
under the Countywide Bicycle Plan. Funding for these projects, including the development of a
Cross -County Bicycle Network, is derived from the following: 1996 Measure B sales tax,
Transportation of Clean Air, Transportation Development Act Article 3, Transportation
Enhancement funds, and Regional Bicycle/Pedestrian Program funds. As project sponsors,
Member Agencies are required to provide a minimum 20 percent match to the BEP funding
implementation. The projects list is reviewed and re -adopted every three years for project
changes and cost adjustments.
In addition to VTA funding, Cupertino has the opportunity to compete for annual grants from the
California Department of Transportation for the purpose of supporting the development of
Cupertino's bicycle transportation system. State sponsored funding from the Bicycle
28 February 2011 5 of 67 Bicycle Transportation Plan
Transportation Account, formerly known as the Bicycle Lane Account, will likely be used in the
implementation of the Cornplete Streets Act (Assembly Bill 1358) signed into law by Governor
Schwarzenegger in 2009, and scheduled to take effect on 1 January 2011.
1.1 Recommendations
This Bicycle Transportation Plan has been subject to a public review process that has included
newspaper noticing, posting on the City of Cupertino's website, public hearings at the Cupertino
Bicycle Pedestrian Commission and City Council, and personal distribution to interested parties.
Project priorities for the next decade, based on staff and Commission recommendations and
public input, address the following bicycling domains: Engineering,; Encouragement, Education,
and Enforcement.
1.1.1 Engineering
Bikeway engineering priorities and estimated costs are listed below in termsof. High, Medium,
and Low priority. Of course, as the community desires change, so will the remaining,
unimproved bikeway priorities. The bikeway engineering priorities should be reviewed and open
to community response more often than every 12" years-; at least every four years.
4
Mary Ave —De Anza College..:. —McClellan Rd
High $10,000
13
Greenleaf Dr—Mariani Ave —Merritt Dr —Portal Ave
High $75,000
8
Portal Rd between Merritt Dr & Wilson:Park
High $100,000
9
Miller Ave Wolfe Rd
High $100,000
5
Stelling Rd between Homestead Rd & Rainbow Dr.,.
High $150,000
12
Alves Dr—Bandley Dr—Lazaneo Dr,--. Forest
High $250,000
Ave —Amherst Dr
14
Rodrigues Ave —Wilson Park —Wintergreen ---Cold
High $250,000
Harbor Ave—Vicksberg-P Estates Dr=:,Creekside
Park -Phil Ln: BamhartAve
3
Orange Ave=Fort Baker Dr :,Hyannisport Dr
High $300,000
15
McClellan Rd between Foothill'Blvd & De Anza Blvd
High $2,400,000
High Priority =
2....
Palm Ave —Mira Vista Rd —Janice Ave
Medium $10,000
7 '
Blaney Ave between Homestead Rd & Bollinger Rd
Medium $10,000
10 `
Tantau Ave —Barnhart —San Tomas Aquino Trail
Medium $25,000
1
Foothill Blvd between Creston and Santa Lucia Rd
Medium $50,000
11
Stevens Creek Recreational Trail
Medium $1,300,000
Medium Priority =
6
Greenleaf Dr Valley Green Dr—Bandley Dr
Low $75,000
16
Rainbow. Dr between Bubb Rd & Stelling Rd
Low $100,000
17
Stevens;;Creek BlVd—San Antonio County Park
Low $7,000,000
Low Priority =
Grand Total =
$1
$7,175,000
1.1.2 Encouragement
"Let's get out and ride" is an expression we would like more of the community to declare. There
are many programs that the Commission and the City should support:
Bicycle Transportation Plan. 6 of 67 28 February 2011
• Active promotion of utilitarian bicycle use for recreation and for bicycle commuting to
and from both school and work
• Providing an "Employer Resource Kit" to get bike commuting to work started for
Cupertino companies
• Maintaining a bicycle parking rack inventory and assisting to provide parking racks for
bicycle trip destinations.
• Supporting linkages from the City's Website, such as to those of both the Mountain View
and Sunnyvale Bicycle Commissions' Websites, to provide bicycle education, safety,
maps, and news on upcoming events
+ Encouraging the Sheriff's Department and Cupertino's Code; Enforcement personnel to
patrol the community by bicycle
1.1.3 Education
We should encourage bicycling safety through
programs such as
Off -bike programs for pedestrian and bicycling;; safety
On -bike programs for bike -handling skills
Motorists programs for sharing the roadways with bic
1.1.4 Enforcement
We should work closely with the Santa Clara County, Sheriff's Department, from whom
Cupertino receives enforcement services, to report and discuss semiannually bicycle -related
traffic violations and solutions for reducing such violations, Such` discussion would address, for
example, the schedule of fines imposed on mov n.a violations committed by bicyclists and
against bicyclists by motorists
1.2 Chapter Descriptions
1.2.2 Engi
This chapter describes 222 miles of existing bikeway network with an additional 12.1 miles of
proposed bikeway network on Cupertino's major streets, residential avenues and joint use trails.
Each of Cupertino's proposed seventeen bike routes is presented in detail and summary.
1.2.3 Encouragement
This chapter describes ways in which bicycling can be encouraged and discusses incentives to
encourage bicycle commuting sponsored by both governmental agencies and private industry.
28 February 2011 7 of 67 Bicycle Transportation Plan
1.2.4 Education
This chapter discusses the challenges posed by cyclists of all ages who lack the basic skills to
safely ride a bicycle in traffic, and the various education programs and approaches designed to
improve cyclists' safety.
1.2.5 Enforcement
This chapter focuses on the importance of increasing the awareness of motorists toward their
obligation to share the road with cyclists, and the role of law enforcement officials in citing
cyclists who fail to observe the rules of the road.
1,3 Conclusion
The full implementation of the Cupertino Bicycle Transportation Plan will significantly improve
the safety and mobility of Cupertino bicyclists. Increased bicycle use will iznpxove the quality of
life of all Cupertino residents due to the resulting reduction in traffic congestion;and
neighborhood traffic impacts, carbon emissions, and unproved air quality, as well as pedestrian
safety.
Bicycle Transportation Plan 8 of 67 28 February 2011
2 Environment
Cupertino's Bicycle Transportation Plan is committed to improving the bicycle infrastructure
within our City to enable and encourage people to bike to work and school, to utilize a bicycle to
run errands, and to enjoy the health and environmental benefits that bicycling provides cyclists
of every age.
Cupertino has an estimated population of 54,000 people as of January 1, 2006
climate with daytime highs ranging from 45 degrees in January to 95 de.grees
annual rainfall of approximately 23.0 inches, little or no rain between Mayan
relatively flat terrain. Cupertino has an ideal setting to maximize the,utilizati
commuting, utility, and recreational purposes.
2.1 Land Use
Cupertino's population is housed in a mix of single family
higher density apartments and condominiums. There are n
opportunities in Cupertino; the top employers in Cupertino
sub -section. Cupertino is home to De Anza College, one a
community colleges in the country with a fall enrollment a
has three high schools, three middle schools,: and eight elei
sixteen neighborhood and regional parks, and anumber of
below. There are adjacent communities to the north (Bunn
(Saratoga and Los Gatos), to the east (San Jose and Santa
Cupertino's land use is
family residential subd
surrounding residential
buildings are located a]
wltl
shol
residential neigh
o
. It has a mild
in July. It has an
d October, and
n of bicycles for
as well as
are listed below in the Eiiployment
"the largest single -campus
Trage of 22,000 students.' Cupertino
ientary::.schools. Cupertino has
,hopping centers, which are all listed
wale and.Los Altos), to the south
`lara)acid to the west are foothills.
;ntional. suburban model. There are numerous single-
amercial and employment centers separated from the
College, as :well as retail, hotel, office and industrial
ortation corridors. The city center areas are mixed use,
Y apartmerits, and family dwellings located over retail
t De Anza College. "About De Anza." Retrieved 13 August 2009 froin litt;//wvwwv.deanza.cdtdabottt/facts.litna]
28 February 2011 9 of 67 Bicycle Transportation Plan
pp
jig,
MW '1011 i_� AK111'1�1 I �J, IN,
In/.
w
sip
VJ
Cky of cupemno
Land Use Patterns
If U,,d W� Cu.fl�5
rM
JIM,
Figure 1: Cupertino Land Use and Zoning
The foothills are predominantly undeveloped; however, the Lehigh/Hanson Southwest Cement
Plant is located in this area at the western end of Stevens Creek Boulevard. Stevens Creek
County Park and Reservoir are adjacent to Stevens Canyon Road to the South. Residential
housing in the foothills exists around the Fremont Older Open Space Preserve, primarily along
Lindy Lane and in Regnart Canyon. The De Anna Oaks development is located near the
Lehigh/Hanson Southwest Cement Plant on Stevens Creek Boulevard. The Forum Retirement
Con MUDity and numerous private residences are located near Rancho San Antonio Open Space
Preserve and Stevens Creek County Park as we] I as along Montebello Road.
2.2.1 Manufacturing Employment
Lehigh./Hanson Southwest Cement Plant
2.2.2 Non -Man ufactu ring Employment
AMC 16 at Vallco Shopping Center Hilton Garden Inn
Apple Computer JC Penney
A-rcSight Lucky Supermarkets
BYs Restaurant Macy's
Chordiant Software Marina Foods
City of Cupertino Panasonic Research and Development
Bicycle Transportation Plan 10 of 67 28 February 2011
Corio, Inc. (IBM)
Courtyard by Marriott
Cupertino Inn
Cupertino Medical Center
Cupertino Union School District
Cypress Hotel
Durect Corporation
Foothill/De Anza Community College
District
The Forum Retirement Community
Fremont Union High School District
Hewlett Packard
Ranch 99 Market
Sears
Sugar CRM
Sunny View Retirement Community
Symantee Corporation
Target
TG1 Friday's
Trend Micro
Verigy
Whole Foods
2.2.3 Schools, High Schools, and College
Collins Elementary School
Kennedy. Mi
Cupertino High School
Lawson Mid
De Anza College
Lincoln Eler
Eaton Elementary School
Monta Vista
Faria Elementary School
Regnart Eler
Garden Gate School
Sedgwck El
Homestead High School
Stevens Cre
Hyde Middle School
2.2.4 Parks
Blackberry Farm
Cali Mill Plaza..P
Civic
Golf
Jollyman'P.
Linda Vista
McClellan I
2.2.5 Public Buildings
City Hall
Community Hall
Cupertino Library
School
Mont'Vista Park
Portal Park
Rancho San Antonio County Park
Sterling Barnhart Park
Stevens Creek County Park
Summerset Park
Three Oaks Park
Varian Park
Wilson Park
Cupertino Senior Center
Cupertino Sports Center
28 February 2011 11 of 67 Bicycle Transportation Plan
2.2.6 Major Shopping Centers
Bottegas Shopping Center
Cupertino Crossroads
Cupertino Village Shopping Center
De Anza Center
De Ariza Plaza
Homestead Center
Homestead Square
Idlewide Shopping Center
Loree Shopping Center
Marina Plaza
Marketplace
McClellan Square
Oakmont Square Shopping Center
Pacific Rim Shopping Center
Portal Plaza
Stanley Square
The Oaks Center
Vallco Shopping Center
The Cupertino environment certainly affords opportunities for recreational, educational, and
commute bicycling. There are at least 80 known destinations including schools, city parks and
facilities, shopping centers, and employers with a total parking capacity for over 7 100 bicycles,
although some parking is not visually apparent.
L "I L _17-r . ........
ry
Bicycle Parking
S'.b."4
'15
Figure 2. Cupertino Bicycling Destinations
A significant improvement in inter -city transportation occurred with the completion of
Cupertino's Mary Avenue Bicycle Pedestrian Footbridge. This cable -stayed bridge across 12
lanes of traffic creates a direct bicycling connection between Cupertino and areas to the north.
The original feasibility study predicted that the bridge will be used by 175,000 cyclists per year,
in addition to bridge pedestrian users,
Bicycle Transportation Plan 12 of 67 28 February 2011
3 Engineering
The bikeway network for the City of Cupertino is comprised of existing bikeways and proposed
bikeways. Route descriptions for the proposed bikeways begin with Section 3.4 The Major
Cupertino Bikeways. First, background information on the characteristics of bicyclists, a brief
description of the route selection process, and a description of the bicycle route classifications
will be discussed.
3.1 !Methodology
The primary considerations in developing the bikeway network are;to'serve all the existing and
potential users, to improve safety and to serve all attractors and generators with direct, non
circuitous routes. Opportunities and constraints for routes selection were -determined via
extensive field reviews, analysis of existing bikeway locations; and other sources such as aerial
photographs, collision histories, review of existing planning documents, input from area
bicyclists, and analysis of attractor and generator locations.
3.1.1 Type of Bicyclists
In developing a bikeway network, the primary objective
needs of all types of bicyclists. There are many types of
and willingness to ride in traffic. These range from the e
adult cyclist to the child cyclist. There are in
confidence and just as many opinions as to W'
experienced cyclists avoid separate bike path
cyclists will ride in bike lanes only. if parallel
Children also have special needs:
® Children (being those approx
their abilitv to walk or bike.b,
to
® As their, chitdren get old
In order to serve all types of
Cupertino plus aotwork of
3.1.2 T
.engincer one that will serve the
yclists with varying levels of skill
;rzenced. adult cyclist to the casual
of cycling competency and
leal bike route. For example,. some
share the roads with cars. Other
unavailable.
ten years and older) whose parents feel confident in
children to ride only on residential streets, whose major
7 traffic signals.
allow them to ride on busier streets with bike lanes.
the bikeway network consists of both the major roads in
parallel residential streets.
rsus Recreation
,s
The bikeways of the Cupertino Bicycle Transportation Plan do not distinguish between routes
used primarily for transportation and those used for recreation, since many routes are used both
for commuting and for other transportation purposes. It is acknowledged that some routes may
be more often used for transportation than recreation or vice versa. This is accounted for in the
prioritization criteria discussed below in Section 3.6 Bikeway Prioritization. It is also
acknowledged that some funding sources are exclusively for transportation bicycle facilities.
The recreational trails included in this plan will provide a completely separate right of way for
the exclusive use of bicyclists and pedestrians. Bicyclists will need to observe reduced speed
28 February 2011 13 of 67 Bicycle Transportation Plan
limits to avoid colliding with walkers, joggers, and those on roller -blades. These trails provide
improved commuting access to places of employment as well as an enjoyable source of family -
oriented recreational activity. City engineers and planners, in charge of the design and
construction of the trail system are strongly encouraged to consult with the Commission during
the planning phase of these projects.
3.2 Bicycle Technical Guidelines
The Santa Clara Valley Transportation Authority's Bicycle Technical Guidelines (BTG) present
standards and guidance for planning, designing, operating, retrofitting and maintaining roadways
and bikeways. They are intended to improve the quality or bicycle accommodation and to ensure
countywide consistency in the design and construction of not only bicycle projects but all
roadways.
Bicycles are permitted on every roadway in California
accommodation for bicycle and pedestrian access. Mc
intended to aid Cupertino in providing a high qualitya
facilitates and encourages the use of bicycles as an irnl
The BTG draw from state and federal design manuals,
burden on member agencies. The BTG also highlights
in order to share information among peers. 'and to foster
3.2.1 Traffic Signal Detection
Bike loop -detectors should be maintained to sense the p
Poorly maintained detectors;lead bicyclists to utilize pec
inconveniences bicyclists and causes additional delay at
creates safety issues
bridges without
;lines are
bicycle
kely to present an additional
s used by member agencies
throughout the county.
,yelists at traffic signals,
buttons, which
, or run lights, which
3.3 Bikeway Classifications
Chapter 1000 of the C:altrans Highway Design Manual describes three types of bicycle facilities:
The Class I Bike Path,<ihe;Class IIBike Lane, and the Class III Route.
® Class` I Bike Paths provide a completely separated right of way for the exclusive use of
bicycles and pedestrians with cross -flow minimized.
• Class II Bike Lanes provide a striped lane for one-way bike travel on a street or highway.
The bike lane is for the exclusive use of bicycles with certain exceptions: for instance, right
turning vehicles must merge into the lane prior to turning, and pedestrians are allowed to use
the bike lane when'tthere is no adjacent sidewalk.
Class III Bike Route provides for shared use with pedestrian or motor vehicle traffic and
continuity among bikeways. In the American Association of State Highways and
Transportation Officials' Guide for the Development of Bicycle Facilities, Class III is called
a Designated Shared Roadway rather than a Bike Route. Class III has traditionally been used
to designate anything from low volume residential roads that have no need for bike lanes to
arterials with heavy traffic volumes where widening to provide bike lanes would be
infeasible.
Bicycle Transportation Plan 14 of 67 28 February 2011
In order to eliminate the resulting confusion over what a Class III route means, this plan
subdivides Class III into two categories in order to more precisely describe the features of the
bike route: the Class IIIA Shared Roadway and Class IIIB Bicycle Boulevards. This also helps
to differentiate the various types of bicycle improvements envisioned for each roadway.
o Class IIIA Shared Roadway is used where bike lanes or wide shoulders are not feasible
due to right-of-way or topographical constraints. Bike lanes should be considered in any
long-term reconstruction or redevelopment plans of the adjacent properties where a new
roadway cross-section is possible.
o Class IIIB Bicycle Boulevards, now formally recognized2, are residential streets with
low traffic volume where bicycle traffic is given the right -of way wherever feasible.
Additional detail regarding bikeway classification is
2 Santa Clara Valley Transportation Authority. (13 December 2007). Bic cle Technical Guidelines: A Guide for
Local Agencies in Santa Clara County. Chapter 5, Section 8.2.
28 February 2011 15 of 67 Bicycle Transportation Plan
The following categories are used to describe the bikeway network for the City of Cupertino:
Bike Path on a paved surface, Bike Lane with designation on the roadway surface, Shared
Roadway signed as a "B,ike Route"', and Bicycle Boulevard signed on residential streets.
Pages 18 through 33 describe each of the proposed
bikeways. Bikeway designation is given along with
location and limits, and the main attractors and
generators served by the route. Also included, where
appropriate, are the VTA Cross County Bicycle
Corridor 3 (CCBC) designationS4, which can be funded
through the VTA's Bicycle Expenditure Plan (BEP)
projects, and may receive priority for future (yet -to -be -
developed) funding sources. The main "Work to be
done" is described along with the exiting bicycle
friendly characteristics of the route. If the project(s)
have been funded, this information is included. If it
has not been funded, the routes were prioritized using
the criteria described in Section 3.6 [.W�w ay
[!i io-ri 6z,,,,t1iori with the ranking high priority, medium
priority or low priority.
CREEKS
CREEK BANKS
PARKS
Bikeway descriptions may include a depiction of the BIKE LANES ON STREET
proposed route superimposed on a portion of the BIKE' OUT
Cupertino Chamber of Commerce Bikeway Map'. The
map includes the symbols to the right, which indicate BIKE PATHS OFF STREET
the designation of existing bikeways.
The map on the following page illustrates the existing Cupertino bikeways, This is followed by
the proposed bikeway changes.
' Santa Clara Valley Transportation Authority (June 2009 Final Draft). County Bicycle Plan, "Section 3-5 Cross
County Bicycle Corridors" Retrieved 4 January 2011 from Inf'onna�n I ic �k, hold,.
4 Santa Clara Valley Transportation Authority (June 2008 Final Draft). County Bicycle Plan. "Figure 3-2: Cross
County Bicycle Corridors" Retrieved 4 January 2011 from little:/'/www.vta.org/hi'ke_inforinationlhicycleMilt
5 California State Automobile Association (2007 . l Lng aqd-VJQnp i_��:cinity.
Bicycle Transportation, Plan 16 of 67 28 February 2011
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3.5 Bikeway Implementation
This section presents the implementation plan for the bikeway network for the City of Cupertino.
It describes the components of implementation including general cost estimates, the prioritization
criteria, identification of likely funding sources, and the ways the projects will become reality.
3.5.1 Process
The actual implementation of this plan will occur incrementally in a
projects will be incorporated into the Capital Improvement Program
implemented as the CIP projects get funded. Other projects can be'
maintenance and resurfacing operations. Development and redevek
Cupertino will present the opportunity to implement some
It is important, as part of these processes, to incorporate tb
Bicycle Technical Guidelines into the City of Cupertino's`
construction standards so that we are assured of compliant
projects. Finally, outside funding can be obtained to linan
projects, improvements, and programs. The most likely fi
section of this chapter.
3.5.2 Cost Estimates
of ways. Many
)rocess and will be
rated into regular
in some areas of
dations of this plan.
of the VTA's
ordinances and Public Works
consistency m at1 future
design and construction of
sources are addressed in the last
The cost to implement the projects presented mi "Recommended Bikeway Network" was
developed in conjunction with City staff. It should be::.
e recognized that unit costs vary
considerably depending on the,size of the job and the location. For example, the unit cost of
striping only 1000 linear feet can easily cost two to three times that of a 15,000-foot project.
Pavement widening costs also vary considerably depending on the terrain and other variables
such as presence of utility poles, &6inage ditches, and culverts. Costs for materials can fluctuate
considerably due to the impact of global, markets. The cost estimate for each route segment, as
well as the total, is summarized:mi the table below in Topic 3.6.2 Bikeway Priarity.
3.5.3 Route Prioritization Criteria
Before 'any projects identifled in this plan can be implemented, they must be prioritized. An
objective set of criteria is essential to avoid controversy among various project proponents as
well as to effieZently respond to funding applications. The prioritization criteria presented below
were derived from criteria specified by various funding sources as well as knowledge of bicycle
planning obtained from previous studies. The criteria used in three common funding sources are
presented below as background information to the presentation of the prioritization criteria used
in this study:
• Bicycle Transportation Account
• Transportation Development Act Article 3
• Proposition 116
3.5.3.1 Bicycle Transportation Account
Will the project be used mostly by bicycle commuters? Does the project have the potential to
increase bicycle commuting? Is the project the best alternative for this situation? Will the project
28 February 2011 35 of 67 Bicycle Transportation Plan
improve continuity with existing bikeways? Will the project provide a direct route to activity
centers? Is the project consistent with the City's Bicycle Transportation Plan?
3.5.3.2 Transportation Development Act Article 3
The Metropolitan Transportation Commission (MTC) processes each county's applications but
gives great leeway to each county to prioritize its own projects. Thus, MTC. does not apply
criteria directly to the projects. However, its application sheet identifies the following evaluation
criteria:
• Elimination of problem areas
• Access to or bicycle parking in high activity areas
• Bicycle/transit or pedestrian/transit use
• Continuity of longer routes
• Local support
3.6 Bikeway Prioritization
The following topics addressthe prioritization criteria and priority selection by the Commission
and community:.::
3.6.1 Prioritization Criteria
Four main categories wore used in prioritizing the bikeway projects:
• Safety
• Connectivity
• Commuter Transportation Trips
• Local Support
Bicycle Transportation Plan 36 of 67 28 February 2011
3.6.1.1 Safety
Projects that directly or indirectly improve a safety problem or obstacle including railroad tracks,
drainage grates, inconsistent shoulder widths, streets with limited sight distance, etc. shall have
priority. Other rationale considered is the following:
® Routes with high vehicle volumes or high speed have greater potential safety conflicts and
thus should have higher priority.
® Routes or locations with high accident history (such as bike -motor vehicle, single bike,
bike -bike, or bike -pedestrian) should have priority.
® Routes with narrow lanes or shoulders for bicycles to ride have greater potential safety
conflicts and thus should have priority.
3.6.1.2 Connectivity
Connectivity is important and projects that enable direct travel and that serve the —most numbers
of bicyclists are rated higher than others. Routes that provide access to major activityzenters
facilitating the use of the bicycle for transportation should be ranked higher. Connectivity does
the following:
® Closes gaps between two streets or otherwise reduces or eliminates circuitous travel
® Facilitates commuter and utilitarian tries
3.6.1.4 Local Support
Routes which have —demonstrated local support are rated higher. These routes have special
significant local support or are of particular interest to a community organization as measured by
letters or citizens attendance at public meetings.
28 February 2011 37 of 67 Bicycle Transportation Plan
3.6.2 Bikeway Priority
1 Foothill Blvd between Creston and Santa Lucia Rd
2 Palm Ave —Mira Vista Rd —Janice Ave
3 Orange Ave —Fort Baker Dr—Hyannisport Dr
4 Mary Ave —De Anza College —McClellan Rd
5 Stelling Rd between Homestead Rd & Rainbow Dr
6 Greenleaf Dr —Valley Green Dr—Bandley Dr
7 Blaney Ave between Homestead Rd & Bollinger Rd
8 Portal Rd between Merritt Dr & Wilson Park
9 Miller Ave —Wolfe Rd
10 Tantau Ave —Barnhart —San Tomas Aquino Trail
11 Stevens Creek Recreational Trail
12 Alves Dr—Bandley Dr Lazaneo Dr— Forest
Ave —Amherst Dr
13 Greenleaf Dr—Mariani Ave —Merritt Dr "Portal Ave
14 Rodrigues Ave —Wilson Park... Wintergreen —Cold
Harbor Ave—Vicksberg—E Estates Dr—C.reekside
Park —Phil Ln —Barnhart Ave
15 McClellan Rd between Foothill Blvd & DeAnza'Blvc
16 Rainbow Dr between Bubb Rd & Stellrng,,Rd
17 Stevens Creek Blvd —San Antonio CountvPark
M
Medium
Medium
High
High
High
Low
Medium
High
High
Medium
Medium
High
igh
High
Low
Low
Bicycle Transportation Plan 38 of 67 28 February 2011
With the growing densification of Silicon Valley, and its dependence on automobile use as a
primary source of transportation, cities and towns throughout the valley are seeking solutions to
a looming transportation crisis. Transportation Demand Management (TDM) programs8 have
been implemented by state and local governments and private industry to encourage carpools,
vanpools, train, bus and light rail transit. But, at the end of the day, traffic congestion reigns
supreme owing to the abundance of single occupant vehicles. Bicycle commuting is an
underutilized opportunity and is often overlooked for attaining significant reductions in traffic
congestion.
The use of a bicycle for commuting, utility, and recreational
since the dawn of the 10-speed revolution in the early 1970s.
was followed by the development of rugged off -road bikes &
triggered enthusiasm for long distance cycling, mountain bik
recreational riding. The bike rage likewise spawned the forn
regional bicycle coalitions and the rebirth of the League;of A
established in 1880 and now known as the League of Americ
Bicycling for commuting and utility pl
Francisco Bay Area in recent years, wi
Stations to support and applaud the coi
Caltrain, BART, and local transit has r
commuters. Likewise, the signing and
bike detection devices at signaled inter
cyclists and motorists to share the road
cross-country 1
the design and
4.1
The
employees: A program of
motor vehicles, is current13
employees before they can
encouraging commuting bi
Additional bi
activities:
• Big Bunny Ri&
• Bike Festival
• Bike Races
• Fitness Themes
loges has steadily increased
e initial eagerness for road bikes
ght weight road bikes that
road racing, bicycle touring and
n of local bicycle clubs,
ican Wheelmen that was
)ses has gained a good deal of publicity in the San
vents such as Bike to Work Day that feature Energizer
utmg cyclists. Demand for improved access to
lted.. in positive.,changes for multimodal bicycle
iping of bike`lanes;and routes, and the installation of
bons ::has `areativincre.ased the readiness of both
related
need efforts to 'link local bikeways into a system of
,atio � of VTA's Bicycle Technical Guidelines in
projects s also encouraging bicycle use.
an example by promoting utilitarian bicycle use among its own
viding a City employee bicycle pool, similar to a pool of city
Ing implemented. The City offers a short bicycle safety course to
-tcipate in the program. In addition, the City should consider
:lists to form or join a local bicycle club.
ement could be supported through the following events or
• Free Basic Bike Repairs
• "Green" or "Earth Day"
• Healthy Living
• Safety Classes
'Victoria Transport Policy Institute (26 October 2009). TDM Encyclopedia "Commute Trip Reduction (CTR)."
Retrieved 15 November 2009 from http://iuia�v.M)i.orlz/tdii /tdm9.hti-n
28 February 2011 39 of 67 Bicycle Transportation Plan
4.2 Bicycle Commuting Programs
According to the 2000 Census9, 0.6% of Cupertino residents bicycle to work. Countywide 1.2%
of the residents bike to work, which is slightly higher than the Bay Area average° of 1.1%.
The Santa Clara County bike commute modal split is skewed by the presence of Stanford
University. Stanford University has an extremely high bike commute rate of 42.4%, which
influences the adjacent City of Palo Alto with a bicycle commute rate of 5.6%. Excluding these
two locations, the county average would be 0.8%. Therefore, Cupertino is a fairly typical Santa
Clara County suburb".
The bike commute rate is affected by a number of external factors meiuding'the presence and
quality of bicycle facilities and roads in general, the number of households with access to a
motor vehicle, and the distance residents live from their work. With the implementation of the
bikeways, facilities, and improvements provided within the past.10 years, it,,is estimated that the
bicycle commute share for Cupertino could double from the 2000 census With:the 2010 census
figure.
A Cupertino study of 2007 bicycle commuting along both Stelling Road and Faotll('Expessway
at I-28012 reported 580 trips or 290 bicycle commuters .Id person who commutes bybicycle,
especially between home and work or school) between. 7 00 a,xn. and 6:45 p.m. The VTA reports
that bicycling commuting13 has grown by a 9.8 percent Annual Growth Rate since 2007. As a
result, we might expect that there are now approximately 350 bicycle commuters traveling daily
across I-280 and, given implementation of the: proposed bikeways in this Plan, it is expected that
this trend will continue citywide. Further bicycle counting along Stelling Road, Foothill
Expressway, and along all major corridors throughout Cupertino is recommended to establish a
baseline and confirm trends in bicycle commuting.'
Promotional programs en. couraging bicycle commuting are sponsored by a broad cross-section of
employers, ranging from business and industry to schools, universities, and local governments.
The most successful programs result from collaboration between the public and private sectors.
The specifics of each„program differ based ozi :the potential audience, but experience has shown
that an effective' Bicycle Promotion, Program must include the following elements:
® Identification of the many benefits of bicycle commuting
• Incewiyes. to reward the use of a bicycle as a commuting vehicle
Recognition,and support'from the program's sponsor for each individual who commutes by
bicycle
9 City of Cupertino. Facts & Figures. Retrieved 16 November 2009 frown. littp://V,-ww.otipertino.org
10 Metropolitan Transit Commission Bicycles/Pedestrian Regional Planning. Retrieved 16 November 2009 from
http://www. iiitc. ca. gov/plann iiig/bicycl espedestri ans/regi ollal.litin
11 Association of Bay Area Governments Bay Area Census, Retrieved 16 November 2009 from
htt ://ivww.ba are,icensiis.ca. ov/tratis oi,tatioii.htlii#ooninitititt
t2 Traffic Data Services. (17 September 2007). Foothill En and Stelling Road Bicycle Trips.
13 Santa Clara County VTA. 2007, 2008, and 2009 VTA Monitorin & Conformance Reports.
Bicycle Transportation Plan 40 of 67 28 February 2011
4.2.1 Bicycle Commuting Campaigns
To help bicycling become a more common option as a means of alternative transportation, the
availability, feasibility, and benefits of bicycle commuting must be known. Many people are
unaware of the opportunities that bicycle commuting can provide.
An extensive advertising campaign must be developed to get the message out. The actual
components of this campaign will depend upon what group is being targeted; that is, employers,
city officials, city employees, students, or the general public. A campaign will be most
successful if it is tailored to a specific group, and can address both the questions and doubts of
that group.
This campaign should include information about monetary,
bicycle commuting. It should also address and attempt to d
to bike commuting. Many of the TDM programs currently.
events, and workshops to educate potential bicycle coinnut
on what kind of bicycle and other equipment is needed, whi
located, where bike shops are located, and the available tray
maps, safety information, effective -cycling pamphlets'and i
be distributed in employee paycheck envelopes or mailed u
population of a city, county, or region.
Some of the existing programs go even further, ar
These networks can be used by the potential bicy
routes are for their personal needs, to locate expe
willing to advise and escort them during their, firs
and activities are coming up The Bay Area's M
provides this service for potential bicycle comma
on bridges and transit throughout the area. Togel
(SVBC), MTC is the sponsoring agency for Bike
each year, in Santa Clara County. Inforriational
I and health benefits of
the perceived obstacles
safe and secure
-access options.
rs of upcoming
utility bills to r
>, special
1 be included
cle parking is
�cle route
He events can
the
provide a bicyclists information network.
,...commuter to Iearn what the best commute
,nced bicycle commuters in their area who are
)icycI coinmutcs, and to find out what events
opolitan Transportation Commission (MTC)
rs including information about bicycle access
x with the Silicon Valley Bicycle Coalition
Work Day, which is held in mid -May of
'e.bsites are available14
Many people `are unaware of the opportunities'that are available today to combine transit with the
bicycle..pornmute. Santa Clara County transit buses have front -loading bicycle racks, and both
Caltrain and VTA Light Rail have special racks or compartments for carrying bikes. Many
Caltrain and BART Stations have bicycle lockers available for rent. In addition, the VTA has
smart e-lockers ,at 12 of its light -rail stations, which are compatible with those located at several
BART stations
4.2.2 Incentives Ao Use Bicycle Commuting
Many of the existing TDM programs use monetary or other incentives to lure the prospective
participant out of their single -occupant -vehicle and into a carpool or transit. Many TDM
programs include similar incentives for bicycle commuting, but these can often be expanded
using the existing transit and carpool incentives as a guideline. The most effective incentives for
bicycle commuting currently include the following:
14 Metropolitan Transit Commission Website at http://tivww-511.org and the SVBC Website at
httt)://wtvw.b ikesilicomra] [ey.ore.
28 February 2011 41 of 67 Bicycle Transportation Plan
Boltage: Two schools in Cupertino participate in the Boltage program, which is an incentive to
encourage children to bike or walk to school. The program incorporates a machine called the
Zap, which is a solar powered, wifi internet enabled Radio Frequency Identification (RFID)
reader. Children get a RFID tag that attaches to their school backpack, and the Zap reads their
unique number when they go past it at the school. The Zap makes a sound and flashes a light that
indicates a biking or walking child has been counted. Subsequently the Zap connects to the
internet, and uploads its daily counts. Each child and school has an account on a Website that
collects each participating child's trips, and the school can run reports to support their incentive
programs.
Bicycle Infrastructure: Good bicycle routes providing access to th&locations frequented by the
bicycle commuter are critical to an encouragement program. Bicycle;;route maps and identifiable
route signs are necessary to guide the bicycle commuter new to the are a.,_Obviously, developing
a bicycle route network to serve its employees is beyond the ability of the company to provide,
and must be accomplished by local city and county governments. However,; a. company can
lobby the local agencies for improvements to bicycle access for its employees or<institute an
"Adopt -a -Lane" program to construct, maintain or beautify bicycle facilities to theare...a'. Interest
and support by the business community in the bicycle as transportation will serve to increase the
interest and support of local governments and potential bike commuters.
Parking: The provision of secure, protected, convenient
crucial to the success of bicycle eommuttng promC` __ 16
provided with bicycle lockers, bicycle storage root
Allowing bicycles into the workplace is the least c
space is not always available in the workplace;£or
not allowed into the building;itself. It may be APO
with building owners/operators to negotiate for peg
suitable bicycle storage room. A number of comer
to include requirements for bicycle parking and/or
applicable to requests for neW. budding pe mits.
nd inexpensive bicycle parking is
Suitabl.ebicycle parking can be
s,,locked cages, and attendant parking.
alyfor, the employer to provide. However,
e patkmng of bicycles, and often bicycles are
sary for the employer and employees to work
fission to bring bicycles inside or for a
nities have modified their parking ordinances
howers and locker rooms. This normally is
Cash Incentives Several vanetkes of cash incentives to the employee to encourage the bike
commute were found in tius;.rescarcl .As part of many TDM programs, a subsidy is given to
employees who use transit of. other alternative commute modes. Several companies have also
made this cash dividend available to bicycle commuters for each day that they commute by
bicycle.17 Discounts or credits at bicycle stores and/or company stores and cafeterias are another
means for providing an incentive to employees for their bike commute.18 The City of Palo Alto
is Boltage. "Technology "Retrieved 4 December 2010 from htgi://wwiv.boltage.org
16 At Hewlett-Packard in Silicon Valley, over 140 bicycle lockers have been in bigh demand since they were
installed; there is currently a waiting list for their use. At Adobe Systems in Mountain View, bicycle parking is
available in certain stairwell areas. Parking is controlled by a formal posted policy approved by Adobe's Facilities
and Security Departments and the city's fire department. These parking areas are kept organized with bicycle floor
stands like those used for bike display in bike shops. Sun Microsystems, Palo Alto, and Walker, Richer & Quinn,
Inc. of Seattle both have secure bike storage rooms with card -key access.
17 Alza Corporation (Palo Alto), Cities of Menlo Park and Palo Alto, Apple Computer and General Electric (San
Jose) employees are reimbursed $ l /day for each day they bike commute.
" Stanford University provides a yearly $70 voucher to any employee who does not buy a yearly parking permit
good for bike services at the campus bike shop or for daily parking fees. The City of Palo Alto distributes monthly
$20 vouchers for three local bike shops to any commuter who bikes 60% of the time. Fleetwood Enterprises in
Bicycle Transportation Plan 42 of 67 2$ February 2011
provides $20 per month (taxable income) to eligible employees who ride a bicycle to work.
Companies have been very creative in their attempts to lure employees out of their cars. In some
of these programs, companies provide company bikes for a trial commute by their employees.
Other companies assist the employee in the purchase of a bicycle. This latter program as taken
many forms, including reimbursing the employee for the purchase after commuting for a period
of time, providing financing for a new bike, or offering an easy payroll deduction. plan.19 Other
possible encouragements might include paying employees for their bicycle commute time in
excess of the time spent in the auto commute or giving bicycle commuters 15 minutes of
additional vacation time for each day that they bike commute.
A parking cash -out program° is another opportunity to provide a cash incentive to employees
while perhaps reducing costs to the employers. Under this programs the employee is able to
"cash -out" their parking privileges and receive the cash -equivalent or transit pass equivalent of
the parking spot. Employers who lease parking spaces for theiremployees can reduce the
number of spaces they require and pass this savings on to their employees while promoting
commute alternatives.
Convenience Incentives: One of the primary obstacles to transit and bicycle commuting is the
perceived inconvenience factor. TDM programs have'addressed this.. concern with the
Guaranteed Ride Home. In the event of sickness, family emergency, or even inclement weather,
the bicycle commuter is provided with a taxi voucher or other, means for a ride home. This is a
small price to pay for the peace of mind of the .employee and the increase in number of bicycle
commuters. Many cities and companies provide fleet,.bicycles for employee use during business
hours. Shuttles between company facilities have also been improved to include bike racks. Fleet
bikes are often also available for the employee to use for their commute on a trial basis as
discussed above.
Other convenience incentives are on -site bicycle'repair kits for flat tire and broken chain
emergencies, on -call `repair services with a local bike shop, flex hours so the employee can avoid
rush hour or darkness, showers and locker rooms for clean-up and changing after the commute,
closet space for storage of clean clothes and relaxed dress codes for bicycle commuters.21
4.2.3 Support and Applaud Bicycle Commuting
Endorsement of bicycle commuting by those in charge is a significant aspect of a promotion
program Prospective bicycle commuters are more apt to try out this underutilized mode if it is
acceptable to the..:.supervisors, elected officials and peers. Organized and advertised rides such as
"Bike or Walk to School Day22," "Ride with the CEO," or "Ride with the Mayor" clearly
Riverside gives its regular bike commuters a safety package including helmet, reflective vest, and headlamp. The
University of California at l)avis gives regular bike commuters discount bus coupons for non -pedal days. NfKE in
Beaverton, Oregon, gives employees a $ l credit at company store and cafeteria for each bike commute day.
19 City of Palo Alto and Fleetwood Enterprises (Riverside) offer company -owned bikes for trial bike commutes.
Fleetwood Enterprises and Rockwell International (Southern California) go even further by subsidizing the purchase
of a new bike and helmet.
20. We were not able to find a cash -out program currently being used. Stanford University is evaluating the
possibility of a cash -out program in the future.
21 Hewlett Packard has bike repair stations on site. Silicon Graphics provides bike repair service from a mobile
provider.
22 University of North Carolina Highway Safety Research Center, "National Center for Safe Routes to School"
Retrieved 15 November 2009 from http://www.walktoschool.org/
28 February 2011 43 of 67 Bicycle Transportation flan
demonstrate their support and enthusiasm. At one of the most successful state rides, Cycle
Oregon, the Governor of Oregon gave the opening statement and theca rode along with
participants for a portion of the first day. Advertising campaigns aimed at infon-ning commuters
on the merits of bicycling should include endorsements by key officials as well as interviews
with peers who currently commute by bicycle. Beat -the -Backup Day and Earth Day provide
opportunities to coordinate bicycle events with existing regional events. But it is not enough to
encourage bicycle commuting one or two days a year. Bike days should be field on a regular
basis, perhaps once a month. Competitions between departments or companies could be set up.
Programs by a city or company to promote bicycle conurniting should be as comprehensive as
the programs established to encourage transit use. If cash subsidies are offered for transit use but
not for bicycling, the message that bicycles are not acceptable as transit is clearly being given,
Implementation of the programs discussed above will do a great deal towards encouraging
bicycle commuting. A bicycle cominute coordinator is essential to provide the information and
encouragement for prospective bicycle commuters, Also, bicycle buddy programs to match new
coma-nuters with experienced commuters are helpful.
The following section is included to provide the businesses and goverralient agencies in
Cupertino with the tools to promote bike commuting among their employees.
L-M P" R-on,
C.—My a.. RMW
............ U111MdMpbWRMfts
E.J.". B.. R.R..
Rai Ad 622
MMr.O=, UUM RA: MwMh ftvo- WW*dw
EMOMM UWA Rai, khan Ra k - Sama Tomm FMSIUMI" to LW Ra K S %ft"
MM*= Ught R.1k MI—Chy—lh - Af—d F—Vo.ft—&-SNAV.yVAW)
N
Figure 3: Local Santa Clara VT A Transportation Routes
. ..... . AC T-13 Ehls R.tfl-
Du,tum- Exf.— 8wn Aw-
hway 17 Expws Bus Rout
M"u"V t. 5-J.-
EXR,.. DU. R-W
Bicycle Transportation Plan 44 of 7 28 February 2011
Although Cupertino has neither Amtrak, Caltrain, nor light -rail service within its boundary,
bicycle transport to employers, Caltrain, and light -rail is available from transit centers using the
fallowing VTA Bus Routes that originate, pass though, or terminate in Cupertino:
23 DcAnza College to Alum Rock Transit
Center via Stevens Creek
25 DcAnza College to Alum Rock Transit
Center via Valley Medical Center
26 Sunnyvale/Lockheed Martin Transit
Center-Eastridge Transit Center
51 De Anza College to Moffett Field/Ames
Center
53 West Valley College to Sunnyvale Transit
Center
54 De Anza College to Sunnyvale/Lockheed
Martin Transit Center
55 De Anza College to Great America
81 Weekday Vallco Shopping Center to San
Jose State University
Sat/Sun Vallco Shopping Center to Santa
Clara Transit Center
101
182
The following is a list of some Cupertino employers haw
commuters. Bicycle facilities include bike racks for o
bicycles, employee showers, and lockers for employees
and store clothing.
Apple
Yes
Ye. s.
Yes
Yes
Chordiant Software Inc
Yes
Yes
Yes
Hewlett-Packart
Yes
Yes
Trend Micro Inc
Yes
Yes
Sugar CRM
Yes
Yes
Yes
BYS Restaurant & Brewery
Yes
Yes
Target
Yes
Yes
Whole Food Market
Yes
Yes
Numetrics
Yes
Yes
Elephant Bar Restaurant
Yes
Keller William Realty
Yes
Symantec Corp;' ;,,.
Yes
Vallco Shoppin Mall
Yes
Panasonic
Yes
Yes
Veriry
Yes
Yes
Sunny View Retirement Cmnty
Yes
Arc Sight
Yes
Zenverge
Yes
Figure 4: Major Employers with Commuting Bicyclists' Facilities
The person leading a bike -commuting effort should be a member of City staff, preferably the
Employee Transportation Coordinator or Bicycle Coordinator. A most imperative element to the
success of this program is to have the support of key City officials. The City needs to continue
to demonstrate its enthusiasm and support of bicycle commuting. Every department must have a
28 February 2011 45 of 67 Bicycle Transportation Plan
green light to prioritize bicycle commuting as a viable solution to traffic and parking problems.
A commitment from Cupertino to improve safety conditions; for example, provide bike routes,
remove traffic obstacles, and prosecute both motor vehicle and bicycle traffic offenders, and to
provide secure parking is crucial to this endorsement. It is also important that the public see that
both Cupertino and city employees take the lead in demonstrating the positive aspects of bicycle
commuting by doing it themselves.
Initially, a bicycle promotion program should be targeted at the largest employers within
Cupertino while also participating and serving as a role model. The bicycle promotion program
can be incorporated into an existing TDM program especially for companies with over 100
employees, which are mandated by some state laws to have a TDM program to promote
alternative modes of transportation.
To achieve the greatest response possible, it is imperative to get key decision -makers at
Cupertino and each company to support and participate in.bicycle commuting. The Employee
Transportation Coordinator (ETC) at each company will be the key person in making bicycle
commuting a success, since they are the individuals designated at their compame.s.to promote
commute alternatives. The ETC will be able to implement company -wide mailings, on -site
bicycle events and other tactical program elements of the bicycle promotion program. The
human resources or benefits manager is another good source for distributing promotion materials
and information and may serve as the program leader for those companies without an ETC.
Involving the CEO or President, Mayor, and City Council will `set the pace for the program and
gain immediate attention throughout the organization..
The following topics serve as supporting guides for developing a successful bicycling
commuting program:
• Employer Resource. Kit * Bicycle Education and Safety
• Commuting Events and Activities • The "Cupertino Bicycle Safety Week"
• White Bike Program + Worksite Improvements
• Bicycle Hothne s Incentive Programs
• Media Campaigns
4.3.1 Employer Resource Kit,
An example of an Employer Resource Kit should be prepared by the City of Cupertino to assist
companies in shaping their bicycle promotion programs. The information kit should include:
• Text for a letter from the CEO or President explaining the purpose of the outreach campaign
F� that urges employees 'to consider the bicycle when making commute choices. The company
can use the text, fill in the correct name, and distribute at the program's kick-off.
• Articles about bicycling as a great commute alternative. These stories can be used in
company newsletters, as well as all -staff memos, bulletin board fliers or any other outreach
method in place at the company,
• A list of programs and events for use in the company's program. The list will provide details
of existing events as well as new programs that could be implemented. City -sponsored
events should be included in this list.
Bicycle Transportation Plan 46 of 67 28 February 2011
• A resource list detailing sample bicycle promotion programs, resource centers for bicycle
promotion assistance, and local bicycle coalitions. This list will be invaluable for the
companies that may not be aware of the benefits of bicycle commuting.
• Route maps showing the best bike commute routes in Cupertino to be distributed and posted.
• Bicycle Safety and Road Sharing Brochures developed through the education program
discussed in `Bicycle Education and Safety."
• A list of Local Bicycle Stores for employees to find the correct equipment for their bicycle
commutes.
4.3.2 Commuting Events and Activities
Special events to highlight efforts to promote bicycle c
program and provide an opportunity to educate bicycle
employees to consider bicycle commuting and put pote
commute by bike.
4.3.3 White Bike Program
This program involves distributing a fleet of bicycles around
simply find a bicycle, ride it to their destination, and leave it
4.3.4 Bicycle Hotline
vill`h 1p, direct attention to the
Events will motivate
in touch with necrs who
community. Potential users
someone else to use.
A telephone number, the City's Website, or au email hotline'for reporting potholes, missing
bikeway signs or other bicycle related hazards could be provided. Such a system could also be
expanded to provide bicycle safety, maps, and news on upcoming events such as those of both
Mountain View2 and Sunnvvale24. '.
4.3.7 The "Cupertino Bicycle Safety Week"
This weeklong event can promote the benefits of bicycling to a wide audience and for the full
range of trip purposes; for example, commuting, recreation, or running errands. Programs in the
23 City of Mountain View - Bicycle/Pedestrian Advisory Committee. Bicycling in Mountain View. Retrieved l l
November 2009 from
http://Nvwvv,n)outitainviewv..�4ov/services/learn about our _6Lt /hicyclingin mountain view.asp
24 Sunnyvale Bicycle and Pedestrian Advisory Commission. Bicycling..in Sunnyvale. Retrieved I I November 2009
from htt-o://suitnvvale.ca.gov/City+Council/Boai,ds+and+Cotnatiissions/Bicvcle+and+PED/
28 February 2011 47 of 67 Bicycle Transportation Plan
schools can be coordinated as part of the program. This event can culminate in the "Bicycle
Commute in Cupertino Ride", one evening bringing together all the participants. This event is a
perfect opportunity for folks who haven't been on a bicycle in years to rediscover the joy of
riding. This ride is not intended as a race, but as an opportunity for the participating "bicycle -
commute teams" to compete against each other to see who will have the highest number of
riders. The winning teams can be awarded a trophy and discount coupon to a bicycle store. The
goal is for each participant to have a fun, non work -related event combined with an enjoyable
bicycle experience. As a result, some of the participants might consider bicycling as a viable
commute alternative.
To maintain interest and attention on bike commuting after the `Bicycle Safety Week" is over; a
monthly or quarterly City ride should be organized. These rides would be supervised and
designed with clear safety guidelines and a pre -determined route. Or Bike Day can be
instituted on the third Thursday of every month on which everyone is encouraged to only ride his
or her bike.
4.3.8 Worksite Improvements
Companies that currently don't have a suitable park -and -lock area`for bicycles should be
encouraged to identify and designate such an area. Employees will be more likely to ride their
bicycles to work if they have a safe space, to park.
4.3.9 Incentive Programs
A growing number of companies across the USA
promote bicycle commuting. In October 2008, .0
which was included in the Obama administratiolt
tax credit of $20 per month per bicycling emplo3
companies are pressing forward to encourage bic
food company Cliff Bar m,Be.rkeley They offer
bike if the emnlovee Dledizes to biketo work a.m
process
spur a s
regional
er in this
encourage
• Bike purchase.:.
• Cash dividend
• Credit of work
the act
e offering incentives to their employees to
egress passed the Bicycle Commuters Act,25
bailout plan. The act will give companies a
beginning in January 2009. Many
ling commuting. One such company is the
ch' employee $500 to either buy or repair a
mum of twice a month. The IRS is in the
tax code, which upon publication is likely to
ycle commuting.
s designed to encourage and reward bicycle commuting were
but are summarized here as a reminder of the many ways to
vacation time
• Discount coupons or credit at bike
store, company stores, and cafeterias
® Fleet bicycles for day -use or bike -
commuting
• Flexible work hours
• Guaranteed ride home
• Mileage reimbursement for company
business travel by bike
• Monthly drawings for cash or prizes
• Relaxed dress codes
• Repair kits/on-call repair services
• Showers and clothing lockers on -site or
at a nearby health club
25 The National Center for Bicycling & Walking. The Bic cle Commuter Act of 2008. Retrieved 18 Auguest 2009'
from http://ivww.bike-Aa;lk, :or5!/bca.plcu
Bicycle Transportation Plan 48 of 67 28 February 2011
4.4 Types of Bicycle Parking Demand and Facilities
To provide appropriate bicycle parking, the type of parking demand must be matched with an
appropriate bike parking facility.
Bicycle parking demand falls into three general categories:
• Short-term of 2 hours or less
• Long-term of 2 hours to full day
• Overnight of one night to two weeks or more
Bicycle parking facilities also fall into three general categories:
• Class I Facilities are intended for long-term parking and ar
its individual components and accessories from theft. The:.I
from inclement weather, including wind -driven rain.
• Class II Facilities are intended for short-term parking with
user can lock the frame and both wheels with a user-provid+
accept a U-shaped lock.
• Class III Facilities are intended for short-term parking. witl
user can lock the frame and both wheels with a user providi
sheltered from rain, if possible.
Further detail about bicycle parking facilities is .available in AAv
4.5 Matching Demand with Facility Type
4.5.1 Short-term Parkin
t6p tect the entire bicycle or
acility also protects the cycle
a stationary object to which the
;d lock. A Class.'11.facility must
a stationary object which the
i cable or chain and lock,
Typical Situation: Short-term bike parking should generally be provided in situations where the
bike will be parked for two.hours or less: Typical sites are retail commercial, office buildings for
visitors, libraries and other similar sites to accommodate errands.
Appropriate type of parking facility: Short-term parking demand can be accommodated by
properly designed and located bievcld racks. Racks should at a minimum be able to support the
weight of the bike by its frame.,(not lust its wheel) and at least one wheel and the frame should be
able to be locked to the rack with a U-type lock or chain and padlock.
In addition, where er possible, providing bike racks inside of buildings, space permitting, is an
easy way to dramatically increase the security of the parked bicycles.
4::5.2 Long-term Parking
Typical Situation: Long-term parking is used typically by commuters and employees. Racks are
notoriously inadequate because bikes parked for long periods are subject to theft, especially of
their components, as well as to vandalism and wear and corrosion from inclement weather.
Appropriate type of parking facility: Employee or commuter bike parking needs are best met by
either supplying bike racks in a sheltered supervised location, such as parking garage with an
attendant, in a locked room, nook, or cranny inside the building, or by bike lockers.
28 February 2011 49 of 67 Bicycle Transportation Plan
Each of these methods has advantages and disadvantages. For example, bicycle lockers in most
typical applications are reserved in advance, usually by a key deposit and a monthly fee.
Although many bike commuters are willing and able to reserve in advance and pay the fee to
guarantee that they will have a safe and secure parking space, many are not able to do so due to
shortage of space. Also, this rental system does not serve the occasional commuter or one who
cannot, for whatever reason, pay to reserve in advance.
4.5.3 Overnight Parking
Typical Situation: There are a few destinations where overnight bike I
difference in whether a trip is made by bicycle. Typical examples are
Stations. Although Cupertino has neither an airport nor a train station
locations that might attract bicycle parking demand of one day or moy
addressed as needed such as the future transit center at Vallco 'Shoppu
unreasonable to expect passengers to leave their bicycles for days at a
bicycle racks outside the station.
Appropriate type of parking facility: Similar to
may be even less able or wiling to comply with
deposits, etc.
4.6 Recommended Bicycle
The City's Municipal Code 19.100.040 specifies
requirements including bicycle parking. Bicycle
developments and in commercial districts. Table
required bicycle parking supply 1n terms of perce
CIass IL This method;%r calculating bicycle par',
is required. However, ''it will be important not to
parking requirements are reduced or waived. An
requirements is to base it directly on the size of it
irking would make the
urports and AMTRAK
existing or future
should be monitored and
7 Center. It is
those users:, of lockers
ig in advance, key
e regulations"' for_ off-street parking
irking is required in multi -family residential
100.04044n. the Code specifies the
Eige of required auto supply, either Class I or
ig requirements works as long as auto parking
IIve bicycle parking if for any reason auto
ternate method of calculating bicycle parking
building in terms of units or square footage27.
Despite this ordinancd: and Cupertnzo's strict definition of bicycle parking types, there are
numerous locations with only bicycle racks or "wheel -bender" racks. All these are
recommended to be upgraded to Class II or III parking.
While comprehensive recommendations regarding the location of new bicycle parking facilities
are beyond the scope of this study, the following are locations where the need for Class II
parking has been identified by' Commission:
• Cupertino Crossroads + Marketplace
• Cupertino Village Shopping Center • The Oaks Center
• De Anza Center • Vallco Shopping Center
• Homestead Square
26 City of Cupertino Municipal Code. "Chapter 19.100. Parlang Regulations" Retrieved 15 November 2009 from
litti)://www.cullertijio.orQ/index.aspx'?pa.ge-807
27 Santa Clara County Valley Transportation Authority. (13 Dec 2007). Bicycle Technical Guidelines: A Guide for
Local Aizencies in Santa Clara County. Chanter 10 Bicvcle Parkine.
Bicycle Transportation Plan 50 of 67 28 February 2011
In addition, a parking inventory conducted by the Commissioners should be consulted, and all
locations with non-standard "wheel -bender" racks should be upgraded to Class II or Class III.
4.6.1 Bike Rack Placement Criteria
The placement of bike racks is very important for three reasons:
• To avoid adversely impacting pedestrian circulation,
• To ensure that they can be used to their maximum design capacity, and
• To have high visibility to deter thieves and vandals.
The City parking ordinance specifies "Spacing of the bicycle units shall be `figured on a
handlebar width of three feet, distance from bottom of wheel to top of handlebar of three feet and
six inches and a maximum wheel -to -wheel distance of six feet 77
4.7" Showers and Lockers
In Cupertino, there are relatively few locations for employers and commuters to shower and
change their clothes. Some employer sites have showers and lockers, including Apple. It is
recommended that Cupertino consider an ordinance that requires new construction'or the
expansion of existing buildings to provide showers.
28 February 2011 51 of 67 Bicycle Transportation Plan.
5 Education
Unfortunately, too many bicyclists in the United States lack the basic skills or knowledge to
safely ride a bicycle in traffic. Bicycle education programs are designed to increase bicycle
safety by improving the ability of cyclists to ride with traffic as well as heightening motorist
awareness. The difficulties faced in helping cyclists develop this skill and knowledge stems
from the wide range of age groups that require this training and the necessity to tailor the
programs for each one. For example, young children should be taught the basic rules of the road
in conjunction with hands-on bicycling instruction. Adults benefit most from a program
designed to impart the responsibilities on bicycle riding, to demonstrate how to safely share the
road with motor vehicle traffic, and to provide tips on the benefits and;- methods of bicycle
commuting.
Bicycle education programs should be directed at the
Child Bicyclists
Adult Bicyclists
Attempts by a community to provide all these progn
is already overloaded: money and man -power are in
reason, a community must explore all possible avenues in de
education strategy. Public departments aid agencies such as
sheriff s office, community development, and school district.
Community and civic organizations, employers, local b isine
be tapped as resources. Some of the most successful prograr
public agencies and private groups. working together toward
Officials
iitely put stress on a system that
in every jurisdiction. For this
ng and implementing a bicycle
planning, public works,
st be brought into the effort.
and cycling clubs should also
e the result of coalitions of
nmon goal.
In general, bicycle education programs can be described as those which develop awareness and
provide information, such, as Websites with safety and route information, posters, brochures, and
DVDs/videos (see Bike Hotline above), and those that change behavior or develop skills, such as
programs with on bike instruction, teaching adults who supervise children, and instructions for
motorists, law enforcement and community events. Cupertino's City Website,
lILtp://www.cupertino.6rk:an,d the Commission's Webpage, in particular, can reach most
community, members by providing helpful online maps such as Suggested Routes to School28
,
instruction guides for tasks like fitting'a bicycle helmet, rules of the road, safety guidelines and
techniques for riding in traffic'. so on. Additionally, placing general information on the
basics of holding a Bike or Watk to School Day and linking to bicycling organizations such as
League of American Bicyclists or Silicon Valley Bicycle Coalition educates prospective
bicyclists of all ages ad..;skll levels. The key to any bicycle education program is to reach the
target audience; in other words; getting people to participate. Bicycle promotion programs,
discussed in the following chapter, are intended to increase the community's awareness of the
benefits of bicycling and can also serve to improve safety for bicyclists.
As previously mentioned, bicycle education programs can take many forms and are generally
directed at child and adult bicyclists and motorists, law enforcement officials or the community
at large. Children are at the greatest risk for injury due to bicycle -related accidents. Therefore,
28 School bicycle -route maps are being developed as the Cotmnission works with other commissions and schools to
deploy them.
Bicycle Transportation Plan 52 of 67 28 February 2011
children tend to receive more attention with bicycle education strategies than adults, motorists,
and law enforcement officials. The following sections will include discussion of the
characteristics of the bicycle education programs most suitable for each group listed above.
5.1 Guild Bicyclists
Most bicycle safety efforts target elementary school -aged children and their parents. Programs
for beginning bicyclists, between the ages of five and eight, focus on parents and the role they
play in selecting the proper size and type of equipment, in supervising their child's use of that
equipment, and in teaching the basic mechanical skills needed to start, balance, steer, and stop a
bicycle. Parents may be reached through parent -teacher associations and children through
programs sponsored by schools, day care centers, local parks and recreation departments,
summer camps, and boys and girls clubs.
Children pose a special safety problem as they learn to ride
rules, look for traffic and use hand signals are not second n,
Bicycle education programs should start early as children h
grow to focus on the needs of each age group. There is a ci
integrating traffic skills defined by children's development:
are most at risk for crashes and injuries on the other end.'`'`
ten are the optimal target for learning how to enter and exit
to the side while riding straight; and communicate and cool
isles. Learning to ride by the
these skills must be taught.
to ride and be modified as they
indow for learning and
end and the age at which they
between the ages of nine and
lway; scan ahead, behind and
ith other road users.
Bicycle education programs directed at children should include basic instruction on rules of the
road and training to develop the skills necessary to ride a bike. Bicycle education for children
has traditionally taken place in the schools. Cupertino contracts with the Santa Clara County
Sheriff's Office, West Valley Division, for law enforcement services within the city. Two of the
deputies assigned to Cupertino are School Resource Officers that hold bicycle safety lectures at
each elementary andmiddle school in the city. During: the 2009-2010 school year, a total of
6800 Cupertino students partieipated in,Bike Safety or Bike/Pedestrian Safety educational
programs, bike safety lectures were given to individual Cub Scout and Boy Scout Troops (each
troop consisting of 10 20;boys) from Eaton, Regnart, Sedgwick, and Stevens Creek Elementary
Schools, and Monta Vista High School, and, as a final measure of bike safety, the Cupertino
School'Resource Officers conducted a booth at the Cupertino Fall Festival.
In the past, Cupertino Union School District has contracted with the bicycle education
organizations Safe Moves and A.LTRANS, short for Alternative Transportation Solutions, to
conduct programs fur the elementary and junior high schools. Safe Moves provides a hands-on
bicycle training program and`ALTRANS focuses on encouraging students to use alternative
means for getting to school such as walk, bike, carpool, and transit. Classroom and assembly
presentations are reinforced with newsletters, trip planning services, and poster contests. Parent -
teacher organizations at some local schools sponsor bicycle training and education programs for
students during the school year.
5.1.1 Educational Elements
Bicycle education for children should include the following educational elements: kindergarten
through third grade, fourth and fifth grades, middle and high school, and university.
Kindergarten through Third Grade
28 February 2011 53 of 67 Bicycle Transportation Plan
Off -bike programs to teach pedestrian and bicycling safety education.
Fourth and Fifth Grades
On -bike programs to teach bike -handling skills such as bike rodeos, which usually consists of a
bicycle safety clinic featuring bike safety inspections (and optional quick tune-ups), and a safety
lecture about the rules of the road (10 to 15 minutes). This is followed by a ride on a miniature
"chalk street" course set up in a parking lot where young cyclists are shown where and how to
apply the rules29.
Middle School and High School
Education at this level can cover commuting as well as recreati
which can be conducted by volunteer cycling advocates. High
education as part of driver's training courses. Effective Cyclin
American Bicyclists) should serve as the foundation for trainii
and on the road.
Local Universities
Promote cycling on campus and introduce Effective
(similar to racquetball, tennis, etc.).
Professor William Moritz at the University of Washington
"the one-shot method of Driver's Education for high
a curriculum that spans most of their primary and„sec
areas of instruction would be taught atfour stages of
grades K-3, students would learn basic pedestrian sk'
s, touring, and racing,
can include bicycle
aloped by the League of
s toride safely in traffic
course
that
omores be replaced with
of career. Four major
' development. In
danger, crossing
residential streets, using pedestrian pushbuttons, taking a school bus, etc. Older students
in Grades 4 to 5 are ready to?learn bike safety and Handling skills, including bike
operation on streets with supervised bike rides on neighborhood streets. (This is being
done in many states itcludng Hawaii, Montana, Florida, and North Carolina.) Later, in
Grade 7-9, they would learn basic mobility skills regarding how to get around town
including using transit for utilitarian and recreational trips (how to read a bus schedule,
execute a transfer, take rapid transit), and more on safe bicycling practices. By the time
students reach Grade )0, they will have already become transit -independent and would be
able to; go places without having to be driven by someone. In tenth grade, students would
take driver's education, but driver's education would include focused instruction on how
motorists should inter.:.act with pedestrians and bicyclists, how to predict their movements,
pass safely, learn when different modes have the right-of-way, etc."
The Cupertino Library32 and Cupertino Department of Parks and Recreation33 have offered
bicycle "driving" education courses for Middle School students to understand the rules of the
road (rules for both bicyclists and motorists), equipment safety, and riding skills improvement.
29 Bicycle Life. Retrieved 24 January 2010 from http://www.bicyclinglife.coiii/SafetySkilIs/Bieye]eRodco.litn
30 John Forester. (2001). Effective Cycling. Cambridge: The MIT Press.
31 City of Berkeley, CA. (1996) Bicycle Plan "Chapter 5 Bicycle Education and Safety" Retrieved 15 November
2009 from http://w«Nw.cityofborkeley.info/ContentPrint.aspx?id=31194
32 Elizabeth Rein (2008, September 20) City Library "Middle -School Bike Skills"
33 Jeff Ordway (2009, November 12) City of Cupertino Department of Parks and Recreation. Fall of 2009 Course
Catalogue. "Fundamental Bike Driving Education" (course identification 39736).
Bicycle Transportation Plan 54 of 67 28 February 2011
Additional information on education programs and relevant resources are included in Appendix
Q.
5.1.2 Bicycle Helmets
Bicyclists under the age of 18 are required by California state law to be wearing a properly fitted
and fastened bicycle helmet. Before 1994, when this law went into effect, over 25% of bicycle
accidents involved head injuries. Of these, more than one-half were life threatening. Since
1994, bicycle fatalities for those of age 18 or less have dropped statistically to 41 percent; that is,
from a yearly average of 34 from 1991 through 1994 to an average of 20.fatalities per year from
1995 through 200734
Many communities have developed special programs to encourage`the.purchase and use of
bicycle helmets. Helmet companies and bicycle shops have offered discounts for community
and school programs to provide helmets at little or no cost. Helmet fitting: and bicycle brake
checks are provided by local cycling groups during Cupertino's annual Public Safety Fair.
5.2 Adult Bicyclists
There are few materials and programs that focus on the a(
Effective Cycling suite of courses offered by the League i
bicyclists have not had any formal bicycle education in cl
mechanical skills. At the same time, there are > nisconcep
further challenge adult bicyclists' safety. For instance;,so
facing traffic, and it is still common to see a bicyclist at n
reflectors. Bicycle education programs developcd for the
about their rights and responsibilities on the road.and tecr
motorists.
;r, with the exception of the
rican Bicyclists. Most adult
i, outside of learning the basic
tyths and outdated advice that
eve a bicyclist should ride
hoot the required headlights and
yclist need to educate cyclists
for sharing the road with
The course suite bythe League of American Bicyclists`can be offered at bike shops, bike clubs,
adult education centers, schools, churches and. community centers. Promotional events such as
Bike-to-WorkWeek also prov.ide an opportunity to enhance bicycle education and encourage
motorists to share the road.. Alt ha'u it is often difficult to get adults to attend classes,
community events such as charity bike rides, bike fairs, and bicycle rodeos are useful in
attracting adults and families in more recreational surroundings. Bicycle commuting programs
sponsored by;Cupertino's ma*car employers have been successful in educating adult bicyclists
and creating new bicycle commuters.
5.3 M®toris
Motorists are probablytle mostdifficult group to reach with bicycle education. Existing
motorist -oriented programs typically reach their intended audience only at specific points. Some
amount of bicycle education is distributed during driver education courses, driver licensing
exams and traffic schools for violators; but these events will only occur once every several years
and are generally ineffective in changing driving behavior.
34 California Department of Health Services: Epidemiology and Prevention for Injury Control (EPIC) Branch.
"California Bicycle -Related Injuries." Retrieved 24 August 2009 from
httpa/www.ai)i)lieations.dhs.ca.gov/eoiedata/content/ST�hic.} cle.htm
28 February 2011 55 of 67 Bicycle Transportation Plan
Public awareness campaigns are most useful for educating motorists on how to safely share the
road with bicyclists, while at the same time reminding bicyclists of their rights and
responsibilities. Cupertino has joined the Street Smarts public education program that uses
education to change behavior of motorists, bicyclists, and pedestrians of all ages. Street Smarts'
focus is on five behaviors: red-light running, stop sign violations, speeding, school -zone
violations, and crosswalk safety. Media campaigns such as Street Smarts, community events,
and family activities can: be useful in raising awareness regarding bicycle and motorist safety.
Parents who attend bicycle education events with their children may learn something themselves
about bicycle and motorist safety that can help to reinforce the safe cycling of their children.
Bicycle Transportation Plan 56 of 67 28 February 2011
6 Enforcement
To make bicycling safer, the Santa Clara County Sheriff's Department, from whom Cupertino
receives enforcement services, must enforce traffic regulations for children, adult bicyclists, and
motorists. If deputies are hesitant to cite bicycle offenders, especially children, the children and
adult bicyclists might get the impression that they are not required to observe the rules of the
road while on a bicycle. Accident analysis reveals that the majority of reported bicycle and
automobile accidents are caused by bicyclists who failed to follow the rules of the road. The
most common violations causing accidents are cyclists who ride on the wrong side of the road,
cycle at night without lights, or are unpredictable as they proceed down the road. Consequently,
enforcement should be viewed as an integral part of the bicycle education program, and as an
effective way to reduce the frequency of bicycle and automobile` accidents..
Cupertino School Resource Officers complete diversion
Youth bike offenders. The class, which is a chance to ed
biking infractions, is usually held every two to three mol
The class also encourages parents to attend so the class ;
with half being parents. During the 2009-2010 school yf
In 1994, California made it easier to use. enforcement as a bicy
Changes to the California Vehicle Code allow local authorities
offenses in their jurisdiction. Previously, biooists were fined
offenders. For example, a bicyclist running:.a red light would r
amount as a motorist
In order for Cupertino's bi
education on how best. to
enforcement. The bicycle
not excessive, and deputie
Cupertino's bicycle traffic
inform residents that: bievc
The Santa Clara County
Agencies leave joined to
juveniles tha
skateboards;
traffic diversion class
officers, and are ate
road, information on
powerful speech, are
juveniles on traffic s,
involved injuries.
ris for all Santa Clara County
youth bike offenders of their
a total of five to six times year.
e.s,in size from 15 to 60 attendees
attended the diversion classes.
education and safety tool.
reduce fines for bicycle
'lie same rates as motor vehicle
ive a ticket for the same fine
enforcement programtowork effectively, deputies need
offender and what violations should be earmarked for
-e should be reviewed periodically to ensure that fines are
encouraged to impose them with sufficient regularity,
it program should be accompanied by a media campaign to
)henff s Office along with other Santa Clara County law Enforcement
ether,to provide Traffic school for youth. This program focuses on
traffic laws, such as not wearing helmets while operating bicycles or
�strian violations. Juveniles are encouraged to take this informative 2-hour
instead.:o:fpaying a fine. Classes are taught by deputies and local police
Oed by the ticketed youth, accompanied by a guardian. The rules of the
common traffic violations, and a survivor guest speaker who provides a
provided as part of the class. The Sheriff's Office hopes by educating the
Lfety, they will be less likely to re -violate thus reducing juvenile traffic -
In the future, the Sheriff's Office may wish to look at expanding the traffic diversion class to
motorists who cause bicycle -related accidents. They could also be sent to bicycle traffic school
where they could learn how to safely share the road.
Traffic issues at local schools are a high priority for the West Valley Patrol Division. The
unpredictable nature of children makes it extremely important that drivers pay close attention to
28 February 2011 57 of 67 Bicycle Transportation Plan
their surroundings near schools. Deputies rotate among local schools during arrival and
dismissal time frames, to promote safe motorist, bicyclist, and pedestrian behavior and to cite
offenders. Several Sheriff's Deputies are on school traffic safety commissions in order to
promote communication between parents, school staff, and students. As mentioned earlier,
School Resource Officers speak at elementary and middle schools' bicycle safety assemblies
each year.
To enhance the observance of the traffic regulations by bicyclists, this plan would encourage that
a selected number of the Sheriff's Department and Cupertino's Code Enforcement personnel be
assigned to patrol the area by bicycle. Throughout the country, many cities have demonstrated
the effectiveness of community -based policing utilizing bicycles in place of patrol cars. Clearly,
a deputy on a bicycle can speak with greater authority about unsafe cycling practices and code
violations committed by bicyclists.
Bicycle Transportation Plan 58 of 67 28 February 2011
7 Appendix A. Plan Conformance to Existing Plans
Several existing and ongoing plans address bicycling directly or indirectly in the study area
including county -wide plans and local plans. For example, the Countywide Trails Master Plan
addresses the need for new and improved trails in Cupertino. These include the De Anza
National Historic Trail, a recreational trail that will trace the route of the De Anza party in their
overland march from Mexico to the San Francisco Bay, and the Stevens Creek Trail, a paved
recreational trail leading from Stevens Creek Reservoir to the marshlands of the South Bay near
Moffett Field paralleling Stevens Creek. Cupertino's Parks and Recreation Department has
completed a portion of the Stevens Creek Trail as part of the upgrade of the Blackberry Farm
facility. This is described in more detail in "Recommended Bikeway Network."
The City of Cupertino completed an update to its 2000-2020 'Genera
defines the vision and strategy for the city. One goal is to Have Cup
integrated, cohesive, and walk -able community. Cupertino seeks to
automobiles as the sole means of transportation within its boundarie
pedestrian and bicycle paths through new develol
between neighborhoods and shopping areas. The
automobile and pedestrian/bicycle needs.
The County Congestion Management Progran
Management measures to reduce traffic conge
Valley Transportation Authority (VTA) buses
has included Creekside Park, which has a btkc.
neighborhoods to the park.,, In addition, a pedf
Way (between I-280 and Bolhnger),opened in
their neighborhoods west of Lawrence Expres
addresses the nef
Lion and improve
2005. The plan
)lve into a more
crease reliance on private
The city,* ants to provide
maintain sabikeways fe
be balanced` between
Transportation Demand
zality. The Santa Clara .
pped with bike racks. Local planning
bridge connecting the adjacent
,mg of Lawrence Expressway at Mitty
idine school children safer access to
The VTA approved a Countywide Bicycle Plan35 (CBP) in August of 2008. Cupertino's Bicycle
Transportation Plan seeks to conform to the VTA CBP. VTA published an update to their
Bicycle Tech cal Guidelines 36(BTG) in NO.—As Cupertino implements projects in its
bikeways network, the city will use as a standard VTA's BTG "best practices."
The Complete Streets Act'.. (California Assembly Bill 1358) was recently signed into law that
requires 66c. -and counties to ensure that local streets and roads meet the needs of all users:
bicyclists, pedestrians and transit riders, as well as motorists. Beginning in 2011, revisions to the
Cupertino General Plan's circulation element may be needed to balance the diverse ways that
people use streets within the city in conformance with AB 1358.
The Governor's Office;:of. Planning and Research (OPR) final update to the General Plan
Guidelines was published and issued on 15 December 2010. Cities and counties will use these
guidelines when updating the parts of their general plans that cover streets and roads.
35 VaIley Transportation Authority. (August 2008). Countywide Biacle Plan. Retrieved 3 January 2011 from
littp://www.vta.org/schedtilesibikeways plan.html
36 Valley Transportation Authority. (13 December 2007). Bicycle Technical Guidelines: A Guide for Agencies in
Santa Clara County. Retrieved 3 January 2011 from httt)://-kvNAnv.vta.org/schedules/pdflbtg� complete.pdf
37 Stephanie Potts (2008, October 3). California Passes Complete Streets Law, Retrieved 18 August 2009 from
httt)://corn»letestreets.or,/CalifomiaCS.htmI
28 February 2011 59 of 67 Bicycle Transportation Plan
8 Appendix B. Bikeway Classifications
8.1.1 Class I Bike Path
Class I Bike Paths provide a completely separated right of way for the exclusive use of bicycles
and pedestrians with cross -flow minimized.
Bike paths are an important component of every bikeway network. Some are long enough and
well located enough to provide a car -free environment for a large portion. of a bicycling trip.
Other bike paths are used to close gaps in a route such as connecting two dead-end roads or
traversing parks.
Bike paths are popular with casual bicyclists and families
with experienced bicyclists if well designed and located c
their popularity with slow cyclists including families witf
joggers, in -line skaters, parents with baby strollers, peopl1
usefulness of a bike path to cyclists who ride over. 15 mpl
fast on a bike path as they can on city roads. This is
the high numbers of slower users.
they can be popular
route. However,
children and non -bicyclists such as
walking their dogs, and so on limits
Serious bicyclists can rarely ride as
A to the design of the bike path and
Bike paths should be designed in accordance with accepted design guidelines to account for all
the other users. The width of the bike path should be increased depending on the stratification of
the users. The VTA's Bicycle Technical Guidelines should be consulted for advice on bike path
designs.
8.1.2 Class II Bike Lane
Class H Bike Lanes provide a striped lane for one:=way bike travel on a street or. highway. The
bike lane is for the exclusive use of bicycles with certain exceptions: for instance, right turning
vehicles must merge into the;lane prior to turning, and pedestrians are allowed to use the bike
lane when there. is:no adiacent sii owalk.
Bike
day. Below t]
isles to safely
The Highw
conditions:
• Next to a curb, o:
vertical curb and
Where parking a:
the minimum.
volumes exceed a certain threshold; for example 4,000
there should be adequate gaps in oncoming traffic for
the minimum width for bike lanes under the following
et parking allowed: minimum width is five feet where there is a
arking stalls are marked (or a continuous parking stripe is present).
turnover are infrequent and no parking stalls are marked, twelve feet is
® Next to a curb, on -street parking is prohibited: minimum width is four feet with the proviso
that there is at least three feet to the longitudinal joint where the asphalt meets the gutter pan.
« On roadways without curb and gutter, where infrequent parking is handled off the pavement:
minimum width is four feet.
Bicycle Transportation Plan 60 of 67 28 February 2011
Bike lanes are not advisable on long, steep down grades where bicycle speeds in excess of 30
mph are achievable.
Note: For greater safety, widths wider than the minimums should be provided wherever
possible. The VTA Bicycle Technical Guidelines should be consulted for advice on when to
provide the minimum or wider bike lane widths.
8.1.3 Class III Bike Route
A Class III Bike Route provides for shared use with pedestrian or motor,vehicle traffic and
continuity among bikeways. In the American Association of State Highways and Transportation
Officials' Guide for the Development of Bicycle Facilities, Class III is called a Designated
Shared Roadway rather than a Bike Route. Class III has traditionally been used to designate
anything from low volume residential roads that have no need for bike lanes to arterials with
heavy traffic volumes where widening to provide bike lanes would not he feasible. In either case,
bicycle usage is secondary.
In order to eliminate the resulting confusion over what a Class '1H route means, this plan
subdivides Class III into two categories in order to more.precisely describe the features of the
bike route. This also helps to differentiate the various types of bicycle improvements envisioned
for each roadway.
Class IIIA Shared Roadway
The designation Class IIIA is used where bike lanes or wide shoulders are not feasible due to
right-of-way or topographical constraints. Bike lanes shouldbe considered in any long-term
reconstruction or redevelopment plans of the adjacent properties where a new roadway cross-
section is possible
By their very nature,;.wide. curb lanes and Class III bike routes require no special markings, and
typically only bike route signs are installed. However; these routes should be well maintained in
terms of providing a uniform pavement.su.rface and frequent street sweeping.
In addition, it is recornrnended that Shared Lane Markings38 be considered in the right-hand
portion.of the lane. This .Would be:uxsed on roadways with heavy traffic volumes and narrow
lanes These stencils would be supplemented with the "Share the Road" signs currently used in
Class IIIB
Many of the roadways that have been included in the bikeway network are predominately
residential roads Many residential roads make excellent routes because traffic volumes are low
..............
and speeds are slow. Bike lanes are not designated on streets with low traffic volumes, and
residential roads often:do not have adequate width for bike lanes.
Some residential streets in Cupertino have existing barriers which limit the movements of motor
vehicles; for example, southbound Tantau at Stevens Creek Boulevard, or Lazaneo Drive at
Randy Lane. The barriers reduce motor vehicle traffic and make the streets more attractive as
bicycle routes. However, some streets also have numerous STOP signs along the route which
" California Department of Transportation. (Jan 2010). California Manual of Uniform Traffic Control Devices
(MUTCD). Retrieved 3 January 2011 from
http://iv-�vw.riot.ca.Gov/hq/traffous/siQiitech/inutedslipp/ca mutc&010.11tnl
28 February 2011 61 of 67 Bicycle Transportation Plan
impede the travel of bicyclists. Removing STOP signs along the bike route helps to encourage
bicycling provided cross traffic is required to stop. Streets that have low traffic volumes and few
or no STOP signs make excellent routes for adults of all abilities and older children. (Palo Alto's
Bryant Street was redesigned to have low traffic and few STOP signs and is now referred to as a
Bicycle Boulevard.
Bicycle Transportation Plan 62 of 67 28 February 2011
9 Appendix C. Bike Parking Facilities
Bicycle parking facilities also fall into three general categories. Cupertino Ordinance 19.100.040
(0) addresses bicycle parking and defines the classes of bicycle parking as the following:
"Bicycle parking shall be provided in multi -family residential developments and
in commercial districts. In commercial districts, bicycle parking facilities shall be
one of the following three classification types: Class I, Class 11, and Class III."
9.1.1 Class I Facilities
These facilities are intended for long-term parking and are to protect the entire bicycle or its
individual components and accessories from theft. The facility also protects the cycle from
inclement weather, including wind -driven rain. The three design alternatives for Class I facilities
are as follows:
• Bicycle Locker: A fully enclosed space accessible only by;the owner or operator of the
bicycle. Bicycle lockers must be fitted with key -locking mechanisms.
• Restricted Access: Class I bicycle parking facilities located within a locked room or locked
enclosure with the roof accessible only to the owners and operators of the bicycles. The
maximum capacity of each restricted room shall be ten bicycles. In multiple family
residential developments, a common locked garage area with Class II parking facilities shall
be deemed restricted access provided the garage isaccessible only to the residents of the
units for whom the garage is provided.
® Enclosed Cages: A fully enclosed chain lick enclosure with roof for individual bicycles,
where contents are. visible frow the outside, which can be locked by a user -provided lock.
This facility may only.be usedfo. r multiple family residential uses.
9.1.2 Class II Facilities
These facilities are intended for short-term parking with a stationary object to which the user can
lock the frame and both wheels with aeuser-provided lock. The facility shall be designed so that
the lock is protected from physical assault: A Class II facility must accept U-shaped locks and
padlocks Crass It facilities must be within constant visual range of persons within the adjacent
building and located at street floor level.
9.1.3 Class III"`Facilities'
These facilities are intended for short-term parking with a stationary object which the user can
lock the frame and both`wheels with a user -provided cable or chain and iock, sheltered from rain,
if possible.
9.1.4 Other Facilities
Other styles of bike racks besides these three classes are still found in Cupertino. These styles,
commonly known as "wheel benders" and defined as Class III by some communities, support
only locking one wheel. They are the type that were (and still are unfortunately) quite popular in
28 February 2011 63 of 67 Bicycle Transportation Plan
school yards. They are never recommended except in guarded areas or locked cages or rooms,
where they are used in Class I situations.
Bicycle Transportation Plan 64 of 67 28 February 2011
10 Appendix D. Bicycle Education and Safety
10.1 Promotional ,Sources
s 511 (Bay Area Transportation Information)
Website: http://www,bicycling,511.org
Email: bike] enuc0lbikeleai�ue.ort�
links.
cation
ike this
.d urban
cle
-ty and
Fax: (202)822- 1 334
® National Center for Bicycling and Walking [formerly the Bicycle Federation of America]
Website: http://www.bikewalk.org
Email: infona bikewalk.org
28 February 2011 65 of 67 Bicycle Transportation Plan
Overview: Provide workshops such as Active Communities, Training the Trainer, Safe
Routes to School, etc.
Address: National Center for Bicycling & Walking
Office of Administration & Finance
20 Crescent Shore Road
Raymond, Maine 04071
Phone: (207)627-9060
• Silicon Valley Bicycle Coalition
Website: bttp://www.bikesiliconvalley.org
Overview: A leading local group that promotes safe bic
trail connections throughout the Silicon Valley through
Address: 84 W. Santa Clara St., Suite 330
San Jose, CA 95113
Phone: (408)287-7259
® Traffic Safe Communities Network (Santa Clara
Email: alice.matsushimaghhs.sccgov.org
Overview: TSCN aims to prevent and
save health case and property costs thrc
areas are alcohol and impaired driving,
Address: SCC Public Heal
976 Lenzen Ave., Room 1
San Jose, CA 95126 ;
Phone: (408)792-3744
roads and
[ties and injuries as well as
ractice approaches. Focus
.ety, and roadway safety.
0
Bicycle Transportation Plan 66 of 67 28 February 2011
1 0.2 Funding Sources
• California State Legislated Safe Routes to School (SR2S) Funds — available to cities and
counties for capital improvements like pathways, bike lanes, traffic calming (with up to
10% for education, encouragement, and enforcement)
• Caltrans Bicycle Transportation Account
• Congestion Mitigation and Air Quality (CMAQ) for projects that%reduce vehicle trips
• Federal Safe Routes to School (SRTS) associated with SAFETEA-LU
• Federal Transportation Enhancements (TE), Mel
(MTC) Transportation for Livable Communities
Transportation (CDT)
• Santa Clara County School -Based Vehicle Emis
• Transportation Development Act (TDA)
• Transportation Fund for Clean Air (TFCA) for projects tha
28 February 2011 67 of 67 Bicycle Transportation Plan