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Attachment 54 - Part 1 Correspondence receivedFrom: martydart(algmail.com [mailto:martydart(@gmail.com] On Behalf Of Marty Dart Sent: Wednesday, February 04, 2015 12:48 PM To: Planning Subject: North 40 concern: street level parking wastes taxpayer money. Hello, Street level parking is an expense Los Gatos cannot afford. Parking spaces should not compete for living space, such as homes and parks. Parking space should be in the form of underground garages in individual homes and parking garage for shared parking. Let's learn from the mistakes of others: Parking requirements are a huge obstacle to new affordable housing and transit oriented development in San Francisco," says Amit Ghosh, the city's chief of comprehensive planning. "Nonprofit developers Estimate that they add 20 percent to the cost of each unit, and reduce the number of units that can be built on a site by 20 percent." Source: litt-o://www.geog.mceill.ca/faculty/iiiillard-ball/Millard- Ball 2002 Putting on Their Parking, Caps.pdf Thank you for your time and consideration ATTACHMENT 5 4 This Page Intentionally Left Blank Subject: FW: No. 40 Big Question: Can The Constrained 4 -lane LG Blvd Carry the Traffic Load 5, 10, 15 & 20 Years from Now or Will We Have Gridlock? From: John Shepardson [mailto:shepardsonlaw @me.com] Sent: Thursday, February 05, 2015 10:53 AM To: Marcia Jensen; Council Subject: No. 40 Big Question: Can The Constrained 4 -lane LG Blvd Carry the Traffic Load 5, 10, 15 & 20 Years from Now or Will We Have Gridlock? Ag"V%16 Distributed on: crT ap MAR 1 7 2014 SAN JOSE so CAMTAL OP SILICON VALial! —, manager's off TO: HONORABLE MAYOR AND CITY COUNCIL SUBJECT: CAMBRIAN PARK PLAZA SHOPPING CENTER (14900 CAMDEN AVENUE) Memorandur, FROM: David Sykes DATE: March 14, 2014 Approved Date all 711W INFORMATION In response to inquiries from the public and Councilmembers, the Planning Division prepared the attached Property Development Data Sheet in coordination with the City Attorney's Office regarding the Cambrian Park Plaza Shopping Center. This site is located within the Camden / Hillsdale Urban Village as designated in the Envision San Josef 2040 General Plan. The Data Sheet provides pertinent information for the redevelopment of the shopping center including the requirements for developing a "Signature Project" and other related information. To date, an application for the development of this site has not been received by the City. /s/ DAVID SYKES, INTERIM DIRECTOR Planning, Building and Code Enforcement For additional information, please contact Laurel Prevetti, Assistant Director, at 408 -535 -7901. Attachment 1 /24 y4Yrf_ CITY OF r f SAN JOSE CAPITAL OF SILICIH VALLEY Property Development Data Sheet Cambrian Park Plaza Shopping Center 14900 Camden Avenue, San Jose, CA Urban Village Data • Acreage: 90 • Location: See map on next page • Planned Job Growth: 3,500 jobs • Planned Housing Growth: 1,000 units Site Redevelopment Information Redevelopment of this site will require the following: • Prezoning to the conforming CG Commercial General Zoning District or a PD Planned Development District. • • Annexation from the County of Santa Clara into the City of San Jose. The site is located within the Camden /Hillsdale Urban Village. Prior to the completion of an Urban Village Plan, the site can be developed consistent with the CG Commercial General Zoning District (residential uses would not be permitted). Alternatively, the site can be developed as a mixed use residential "Signature Project," which may proceed within Urban Village areas in advance of the preparation of an Urban Village Plan through the "Signature Project" process. A "Signature Project" is defined in the San Jose 2040 General Plan under Implementation Policy IP- 5.10. See the next page for "Signature Project" development criteria. Camden /Hillsdale Urban Village Boundary Map A 0 1.000 2.000 Feet Quoting from httu: / /www.mercurynews.com /san -Jose- neighborhoods /ei 25810813 /residents - worry - cambrian- center -wi ll -be- new - santana Residents worry Cambrian center will be a new Santana Row By Carol Rosen Correspondent POSTED. 0512112014 00 03.58 PM PDTO COMMENTS Many Cambrian residents are unhappy about potential development at Cambrian Park Plaza. More than 70 people attended a Cambrian community council meeting May 12 to voice their misgivings about potentially larger buildings, fancy shops, residences and traffic congestion at the corner of Union and Camden avenues. At the meeting, Councilman Don Rocha, planning director Harry Freitas and planner Lesley Xavier explained what could happen with the 17-acre site, which came up for sale earlier this year. So far it has not been sold. A call to broker Jim Roessler from the Roessler Investment Group was not returned, but some potential buyers at the meeting suggested the sale could happen sooner rather than later. However, the process is likely to take a while. Before any new development starts, the city has to annex the land from the county. Once it's annexed, the Local Agency Formation Commission has to approve the annexation. LAFCO oversees the boundaries of cities and special districts. The next step is taking the proposal to the planning department, possibly the planning commission, and then to the city council. These steps could delay any permitting because the space has been designated as part of a potential urban village. Urban villages are included in the city's 2040 Envision Plan, which the council approved two years ago. These entities are part of a strategy to encourage more business, adding residential units above retail and commercial spaces. They are designed to improve city revenues, provide mass transportation and step up pedestrian and bike traffic to connect neighborhoods. One of the designated areas would include the 17 acres of Cambrian Park Plaza. The villages are planned in phases called "horizons." The Cambrian area is in the third horizon, with planning discussions scheduled sometime within the next eight years, although it could happen sooner. Most urban villages contain buildings with four or more stories, and also appear to be contained within particular boundaries. Housing units will require parking garages. The areas are supposed to be self - contained with restaurants, grocery stores, activities and events. If potential developers want to build an urban village prior to the city's adopting it, they can call it a signature property, which is consistent with the city's use designation, according to Xavier. However, residents are objecting to the tall buildings and don't want to see expensive retail shops. They are concerned the project will turn the Cambrian shopping center into a Santana Row -type mall, further congesting Union and Camden avenues. Strip malls and other centers already exist on these streets, which residents said often make it hard to get to their homes, especially during rush hour. Another concern was that only 1.8 acres of open space would be allowed within the 17 acres, even though the city requires 3.5 acres of parkland for every l,000 people. Residents also want to see the results of studies for traffic and environmental impact. Mike Walsh, a senior vice president of construction and development at Simeon, said his firm had given a proposal to the sellers. He added that his company would revitalize and reconstruct the center. Freitas asked residents for their comments and concerns, but stressed there are no current plans for any construction. Rocha added that it's important to have residents' outreach so that their concerns can be shared with the planning department. http: / /www.ei.campbell.ca.us /492 /Dell- Avenue - Area -Plan WAA F1 Proposed Light Rail Exten L orrison to , WIN Proposed Hacienda Ave VTA Light Rail Station i teQ ew� j1y ✓ Percol a j _ LOS Cree POWERPOINT PRESENTATION---- bttp:// www. ci .cgmpbell.ca.us /DocumentCenter /View /2678 6 3,272,000 of square feet http://losgatosca.gov/DocumentCenter/View/7789 Note: Below the Albright project indicates no new students. However, the jobs growth will most probably trigger State of California - mandated additional housing, which will most probably bring in more students eventually. Quoting from http: / /www.lg- ca .com/cumulative- impacts- of -los- ag tos- developments- from - 2010 -to -2014/ 2014 by Jak I posted in: Albright Way, Bluebird, Dittos Lane, Guadalupe Mines /Brookside, Hillbrook School, Holy Names, Honda Lot, North 40, Our Town, Sports Park, Swanson Ford, Town Terrace 1 3 Executive Summary: New projects will generate >39,000 new car trips (our estimate) and add >480 new students to the school system.* Note: The numbers below are taken mostly from the town documents or from authoritative sources (e.g. school superintendent who may differ from the town's estimate). The single largest development on the table, the North 40 is not fully planned, so we assumed the worst case (ie, developing to the capacity as shown in the North 40 Specific Plan). Albright Way has been approved for 4 buildings totaling 485,000 sq. ft and one parking building To estimate new traffic generated by a project the town uses formulas that are prescribed for different types of developments. They can then subtract the traffic that had been generated at that property as long ago as 1985! For instance, in the case of Bluebird Lane, the property was basically unused for decades. Therefore, the Traffic Engineer can legitimately state that the traffic impact will be negative, because their numbers in 1985 for a convalescent hospital /home were greater than those projected for the new development. This has changed in the past year for which we need to update this statement. However, that was the method used in a number of these projects (eg, Bluebird Lane) Likewise, the Honda homes will have a negative impact on traffic because the dealership generated more traffic in 2009 than the new homes will in 2012. We don't think most people can remember the traffic 3 years ago to say nothing of 20 years ago. We feel that people can recall 1 and maybe 2 years ago the traffic levels on local streets. We estimated the impact of the new development vs the impact 2 years ago. Development ew Students Zdded Zoning dditional Car ri s in town 7 Quoting from http: / /traffic- counts.dot.ca.gov North Forty — 364 units in the Los Gatos school districts 97 PD 21,000 Albright Way — 550,000 sq ft of office 0 PD 3700 Riviera Terrace — 50 new units 15 PD 333 Laurel Mews — 22 homes 15 PD 50 Bluebird Lane — 20 homes 34 PD 45 Palo Alto Medical PAMF) 0 PD 1,933 VS 0 PD 3,000 Safeway (completed 2011) 0 2,006 Guadalupe Mines 55 PD 250 Placer Oaks — 9, 3 story residences plus one BMP — 4 bedroom 18 PD 22 Little Honda — back in the queue 11 homes 8 PD 22 illbrook School 0 182 Swanson Ford — 29 single family 6 senior 12 PD 1,647 Ditto's Lane — currently on hold — 33 units 36 PD 80 Sports Park 0 ? 100 Los Gatos Library Addition 0 PD 681 16 Miscellaneous small project as fisted in: click here ? ? 2300 75 -485 Alberto Way 60 single family homes or 98 townhouses at CDAC as of 3- 14 -12) 75 200 Constance Court — 7 homes 7 PD 58 SB 1381 30 00 -420 Blossom Hill Rd. — this is a project that is in the planning stage and has not been approved et. 37 townhouses for which we e strictly estimating the traffic d students 74 PD 200 Sisters of the Holy Name 20 New retail /office building(s) at Alberto and Hwy 9 0 120 Total New Students and New Car Trips* 488 9,229 Quoting from http: / /traffic- counts.dot.ca.gov Welcome to Traffic Census Traffic Counts TRAFFIC COUNTS, also called Traffic Volumes, are available in various formats, and are only for the State Highway System. Highways are signed as Interstate, California State Route, or United States Route. See examples below. I tdifRSTriTE 80F .p�;7",i 24 US 99 Traffic count information for city and county streets may be found at the following links. Click HERE for city traffic volume information. County traffic volume information is available at the County Public Works Department, or the Community Development Office in the area where the street is located. Explanatory Diagram of Traffic Counts (.pdo Caltrans traffic counts are summarized annually into four categories: 1. Traffic Volumes (Annual Average Daily Traffic (AADT)) for all vehicles on California State Highways: 2013, 2012, 2011 PDF format: 2013, 2008, 2007, 2006, 2005, 2004, 2003, 2002 Excel format: 2013, 2012, 2011 2. Truck Traffic (Annual Average Daily Truck Traffic on California State Highways). PDF format: 2013, 2012, 2011, 2010, 2009, 2008, 2007, 2006, 2005, 2004, 2003, 2002 Word format: 2012, 2011 Excel format: 2013, 2012, 2011, 2010 3. Ramp Volumes on California State Freeways. For downloadable PDF files (organized by Caltrans Districts 1 through 12), click on the following link: 2013, 2012 4. Peak Hour Volume Data consists of hourly volume relationships and traffic monitoring sites on the State Highway System. Morning (AM) and evening (PM) peak periods are expressed as a percentage of Annual Average Daily Traffic (AADT). PDF format: 2013, 2012, 2011, 2010 JS- Apparently over 200K cars per day cross Highway 85 and 17 intersection. N. 40 right there. 200K x .01 = 2K cars; 200K x..05 =10K cars. Map of Los GAtos AtY,T&Ilc Are Saratoga z. s Q Mor 'Z El Sereno Open Space Preserve C. Ave �ytz Tic N`� Min .ambrian Park �z z as Goo r. cAn "e 9!AN � Almaden Rd ��p%t G8 a iU cf Rn litdmc -'AV2 °^ RA Map data 02615 Googly Quoting from http: / /www.santanarow.com/files /3B Garage Press Release.pdf Lanes. The addition of three parking levels includes 805 new spaces and a convenient express ramp from Winchester Boulevard directly to the third level .The new construction doubles the capacity of the garage and will alleviate previous traffic congestion on Santana Row and surrounding side streets. (emphasis added) "Our newly enlarged and enhanced Winchester Garage will be a terrific addition to Santana Row," said Jan Sweemam, Vice President and Western Region Chief Operating Officer. "We expect that these improvements will mitigate past concerns and help guests and residents get on and off property quickly and efficiently." To herald the grand re- opening of the garage on Saturday, July 18, the first 805 guests to enter Santana Row via the Winchester express ramp will receive a free gift certificate, courtesy of Santana Row and its retailers. Guests will randomly choose their gift, including everything from $5 gift cards to The Counter and Pluto's to $15 Crate and Barrel gift cards and $25 gift cards for The Container Store. One lucky guest will draw the grand prize of the day: a shopping spree at Santana Row worth $805. And all Santana Row guests will have a chance at two free tickets to Gypsy Kings performing in concert at The Mountain Winery. If you spend $805 or more on Saturday, July 18, simply bring your receipts to the Santana Row Concierge Center (located in the Via of Santana Heights, between Left Bank Brasserie and Sino) and you will receive two tickets while supplies last. The expansion of the Winchester Garage brings thetotal number of free parking stalls at Santana Row to 3,850. To further assist customers in finding a quick and convenient parking space, Federal Realty Investment Trust recently installed an advanced parking management system that alerts drivers to the available number of spots in each parking location on the property. (emphasis added) Quoting from http: / /en.wikipedia.org/wiki /California State Route 85 Funding and planning[edit] 10 The town of Los Gatos and city of Saratoga added to the complexity and cost of the planning and implementation; to avoid excessive noise, they insisted that the freeway be built below grade (at an eventual additional cost of LIS$60 million), that it have only three lanes in each direction: the leftmost lane being a HOV lane, and two lanes carrying standard traffic; furthermore, no trucks over 4.5 tons (4.0 metric tons) be allowed on the road!21 In addition, to prevent what they felt would be excessive additional traffic on their surface streets, they lobbied heavily to prevent having any freeway entrances or exits in their cities. Full interchanges were originally planned at Winchester Boulevard, Quito Road, Saratoga Avenue, and Prospect Road; the final compromise placed only a half interchange at Winchester and completely did away with the Quito and Prospect interchanges. As a result, backups at entrances to the freeway near these cities are tremendous during morning rush hour, and Los Gatos and Campbell residents who want to take 85 southward must go two or three miles (3 to 5 km) out of their way to find a ramp onto the freeway. Free Report Reveals How to Develop Effective Regional Transit Mineta NTRC investigated Atlanta, Cleveland, Denver, St. Louis and applied it to Detroit San Jose, Calif., March 20, 2014 — Transit agencies across the country could benefit from a comprehensive study of the factors that enable and inhibit the development of effective regional transit. Published by the Mineta National Transit Research Consortium (MNTRC), Detroit Regional Transit Study: A Study of Factors that Enable and Inhibit Effective Regional Transit focuses on Metro Detroit and four peer regions — Atlanta, Cleveland, Denver and St. Louis. Results and recommendations are applicable to other cities, as well. The report is available at no charge and no registration from htto:// transweb .sisu.edu /project /1136.html Quoting from http:// transweb .sisu.edu/PDFs /research/I 136 -0- sustainable - regional- transit - overview ndf IV. CONCLUSION This research presents strong testimony that a diverse coalition of leaders from many stakeholder groups can overcome the myriad barriers to regional cooperation, and yield dramatic advances in effective regional transit that support the region's overall vitality and health. Evidence from many regions across the nation have supported the adage "a rising tide floats all boats," as regions have realized that the wellbeing of core cities and their suburban neighbors are inextricably linked.48In fact, given the state of the economy and the inability and unwillingness of the federal government to advance programs to develop our nation's urban regions (home to two- thirds of our people and producer of three- fourths of our GDP), it is up to such coalitions to define and deliver on the actions needed for regional vitality. Katz and Bradley refer to such coalitions as a "pragmatic caucus," and describe their potential :49 Members of this pragmatic caucus share common traits. They are impatient. The do not tolerate ideological nonsense or political bromides. They are frustrated with grid - lock and inaction. They bristle at conventional pessimism and focus on constructive optimism. They are risk takers. They do not have partisan allegiance; they have a political attitude. 11 http://transweb.sisu.edu/PDFs/research/l 149-greenhouse-gas-reduction-target-strategy.pd f httn: / /transweb.sisu.edu/PDFs/ research / 1104- bicycle - policy- transit - accessibility- first - last- mile.ydf Quoting from htto:// transweb .sisu.edu /PDFs/NewsRooni/1109- active - travel -land- use- policies.pr.pdf Can Land Use Plans and Transportation Policies Help Improve Health? Mineta Transportation Institute's free research report predicts specific positive outcomes. San Jose, Calif., April 15, 2014 — Could land use plans and transportation policies help to improve people's health? Recent studies are predicting that they can, especially if those plans and policies promote walking, biking, and reduced vehicle use. In its newest peer - reviewed study, Active Travel Co- Benefits of Travel Demand Management Policies that Reduce Greenhouse Gas Emissions, the Mineta Transportation Institute predicts specific outcomes based on its forecasting models for California's five major regions. The authors are Caroline J. Rodier, PhD, Richard Lee, PhD, ACID, Brandon Haydn, and Nicholas J. Linesch. The free report can be downloaded without registration from htip://transweb.sisu.edu/project/I 109.html http:// www .brookings.edu /— /media/series /jobs ° /u20and %20transit/sani oseca.ydf Quoting from htty: / /content.time.com/time/ specials / packages /article/0,28804,2070992 2070980 207098 3,00.html San Jose - Sunnyvale -Santa Clara, Calif. By TIME Stafffhursday, May 12, 2011 Sullivan / Getty Images Percent of working -age residents near a transit stop: 96% Median wait (minutes) for any rush hour transit vehicle: 6.9 12 Percent of jobs reachable via transit in go minutes: 58% For more about jobs and transit in this city, see the full Brookings profile. http: / /www.dot.ca.goy/hg /tpp /offices /eab /socio economic files /2014 /SantaClara.pdf#zoom =75 hqp://www.dot.ca.gov/hq/tpp/offices/eab/socio economic files /2014 /SantaCruz.pdf#zoom =75 ht!ps://www.sanioseca.gov/DocumentCenterNiew/4366 Quoting from http: / /planbayarea.org/i)df /Draft Plan Bay Area/Draft PBA Forecast of Jobs Population and Housing odf What the forecasts tell us: • Between 2010 and 2040, the nine - county San Francisco Bay Area is projected to add 1.1 million jobs, 2.1 million people and 660,00o homes, for a total of 4.5 million jobs, 9.3 million people and 3.4 million homes. • Substantial shifts in housing preference are expected as the Bay Area population ages and becomes more diverse. • As the Bay Area continues to recover from the lingering effects of the 2007- 2009 recession, certain economic trends and indicators will likely rebound. For example, strong job growth is expected in the professional services, health and education, and leisure and hospitality sectors. Early indicators also suggest that the regional housing market is showing signs of recovery. • Reflecting the distribution growth factors' emphasis on the existing transit network and connecting homes and jobs, San Francisco, San Mateo, Santa Clara and Alameda counties account for the majority of housing growth (77 percent) and job growth (76 percent) • The Bay Area's three regional centers —San Francisco, San Jose, and Oakland — will accommodate 42 percent of housing growth and 38 percent of total job growth by 2040. Corridors in the inner Bay Area, including El Camino Real /The Grand Boulevard, San Pablo Corridor, and East 14th— International Boulevard, also represent a major share of both housing and job growth, accommodating 19 percent of regional housing and 11 percent of regional job growth. Summary of Key Assumptions (continued) Demographic trends • The aging of the population will slow after about 2025. From 2025 -2040, there is expected to be a resurgence of growth with the family- forming cohort (30 -45 years old). These shifts suggest that: 13 - Most of the housing need will be driven by seniors and young adults early on, and by family populations in the later years - This means more demand for multi - family housing in the near term, as well as some increased demand for single- family housing in the later years. (emphasis added) - The current 55 -70 year old cohort may choose to age in place for some time, but by the time they reach their 8o's many will likely no longer want to live alone. This will free up some single - family housing for new families and create demand for multi - family housing /assisted living in the later years Aging Baby Boomers Between 2010 and 2040 the Bay Area's population is expected to grow significantly older. Today, people who are 65 and over represent 12 percent of the total population, but by 2040 the share will increase to 22 percent. Put another way, the number of seniors will more than double from under goo,000 today to nearly 2.1 million by 2040. (See Figure 2.) By contrast, the segment of population aged 45 -64 will grow by less than 1 percent, and will shrink from 27 percent of the total population today to 21 percent by 2040. The projected increase in the senior population will cause the overall labor force participation rate to fall, even as more people work beyond the age of 65. By 2040, 50 people out of every loo in the Bay Area are projected to be in the labor force, compared to 52 people out of loo in 2010. http: / /www.mercurynews.com /traffic /ei 22264605/25- years - later -vta- light- rail - among- nations Quoting from htty: / /www.graybar.com /literature/ case - studies /endura- and -sarix- keep - traffic- flowing-in- santa- clara- county Endura and Sarix Keep Traffic Flowing in Santa Clara County The County of Santa Clara is the most populous county in Northern California and has more than 1.7 million residents, living in areas that include the technology hub known as Silicon Valley. As the home of thousands of high -tech companies including Apple, Google, and Hewlett- Packard, it is fitting that the eight county- operated limited access 14 expressways and numerous smaller roadways are now monitored by a state -of- the -art Endura network video system with Sarix cameras. Quoting from http: / /www.vta.org/sfc /servcet. shepherd /document/download /069A0000001 e96i1AA Conclusions The future success and vitality of our County will depend on how we grow, develop and evolve in the years to come. VTP 2040 presents a vision for the future that is based on a broad set of goals and objectives that can respond to the many challenges we face — how to grow efficiently, preserve the health of the environment and maintain sufficient funding resources, while providing all socio- economic groups access to transportation and opportunity. Developing a long range vision is an iterative process, one which requires us to revisit our goals and make adjustments to our assumptions to better respond to new opportunities and challenges in the future. It also requires that we embrace both a visionary and practical approach to plan for outcomes we want to achieve but also recognize that the outcomes we desire from this Plan will not be the result of any one project, decision, or jurisdiction. It will be based on the cumulative impact of the choices and investments we make over time. VTP 2040 embodies these principles and reflects our intent to support a more efficient and sustainable transportation system. Challenges Ahead Looking toward the future, we are faced with complex challenges that have real economic, social and environmental impacts — a growing population, increasing congestion, changing climate, fluctuating gas prices, and declining financial resources among many others. Our ability to maintain and improve the quality of our transportation system over the next 28 years will be challenged by a combination of these factors, many of which relate to the physical landscape of Santa Clara County and some which are external forces outside of our direct control. Nevertheless, achieving much of this shared vision requires a concerted effort between VTA and its partner agencies to find common ground in aligning local and regional interests in transportation, land use, air quality and environmental concerns. Past experience has shown us that Santa Clara County is receptive to innovative solutions to address the growing demand for transportation mobility. As a "self -help county," Santa Clara County residents have demonstrated support for implementing programs and projects that improves transportation services throughout the years. As a result, VTA has and will continue to roll out innovative transportation solutions like congestion pricing through Express Lanes, better information technology through Intelligent Transportation Systems projects like ramp metering, and offer faster, more efficient transit service through Bus Rapid Transit. VTA will work with its Member Agencies to gather the political will and support necessary to further advance similar innovative strategies contained in VTP 2040. The recommendations outlined in this Plan are not exceptional or unattainable — they describe what we can do given the available resources and what we can accomplish if we plan strategically. However, implementing this shared vision will require many years and significant resources to accomplish. The County has already taken great strides in creating our own funding opportunities by generating local revenue through sales tax measures. We must continue to stretch our local revenue dollars and seek additional resources that can help fund investment priorities now and anticipated project needs in the 15 Chapter 3 Page 1 future. This will require innovative financing with the revenue we know that we can expect in combination with other approaches. Opportunities for Change Challenges which may seem daunting often present tremendous opportunity for meaningful change and chance to demonstrate leadership. We are fortunate to have in place the key elements essential to make meaningful change in the future: 1) an informed and engaged community, 2) forward- thinking partners dedicated to creating strong communities and 3) a proactive government and local agencies working together to seize opportunities in providing high quality transportation programs and services. In an effort to respond to a range of challenges, make the most of our regional assets and realize our Plan vision, VTP 2040 outlines a menu of transportation investments designed to help meet the needs of Santa Clara County in the next 28 years. The Plan also includes a fresh assessment of opportunity areas that will help broaden the range of transportation options available. Tie land use and transportation with funding —The passage of SB 375 is the beginning of what could potentially be a transformative change in better integration of land use and transportation decisions in Santa Clara County. A critical component to encouraging focused growth and strategic growth is to tie funding to projects near transit. VTP 2040 supports the regional strategy of incentivizing focused growth near Priority Development Areas (PDA's) with One Bay Area Grant Program (OBAG) funding. Sensible Growth — Even though VTA supports focused growth in PDAs; we must also consider local land use policies and local initiatives that support smart growth. We must think of growth that does not just focus on housing, but also employment. The health of the economy affects this County as well and we must not lose sight of that. At the same time, we cannot use that as an excuse that prohibits VTA and its partners from our efforts. This simply is a call for us to use our resources wisely in our PDAs and also continue our focus outside of those areas that play a role in change. Make the most of what we have — While we actively pursue innovative solutions that can address traffic congestion and efficiency in travel time, we can also improve existing transportation system through better system management. We must take advantage of the intelligent transportation tools that help keep traffic flowing, improve bottlenecks, and enhance public transit. VTA is actively pursuing efforts to increase mobility through the advocacy of multimodal level of service which will encourage complete design and multimodal planning. Invest in public transit — VTA is actively pursuing efforts to invest in significant transportation improvements. To increase speed and service levels on our light rail system calls for an intensive investment in capital transit projects. The VTA also envisions increased light rail connections to new destinations and Bus Rapid Transit projects that will improve ridership and increase express service along major corridors. Improvements to our active bus fleet will also ensure high quality vehicles that reduce the impact in the environment. Chapter 3 Page 2 M Offer more travel choices —Projects which would increase bicycling and walking mode shares area significant component of the Bicycle Expenditure Program. VTA and its Member Agencies are driving the change towards making bicycling and walking viable transportation modes by investing in well - maintained bicycle and pedestrian facilities, improved access to transit facilities, and enhanced safety features though better street design. In addition, the County is demonstrating its strong commitment towards non - motorized transportation systems by rolling out new programs like bike sharing and introducing treatments such as protected bike lanes and "green lanes." Build partnerships — VTA, working in partnership with its Member Agencies, take an active role in planning for improvements that benefit mobility and air quality. Currently, through the development review process, VTA has been able to advocate for best practices in new developments around the County. Member Agencies have also begun the process to address climate change through General Plan updates. As General Plans are updated, there is a movement to implement complete street practices, consider land use changes, and develop Climate Action Plans. What Lies Ahead The Plan calls for us to look deeply into the future and anticipate changes in the planning horizon which can affect our quality of life. The Plan indicates a number of trends which will likely continue into the future with investments in multimodal transportation services, system refinements, demand management and maintenance of existing infrastructure. However, transportation improvements will only take us so far. Changes in land use pattern must also evolve to support existing and future transportation investments. By integrating these two policy objectives, we can succeed in maximizing limited transportation dollars while advancing the goals of VTP 2040. Technology will undoubtedly play a key role in future transportation strategies. Just as technological developments have improved fuel efficiency and introduced greater efficiencies in energy consumption, emerging technologies will be a critical component to address new challenges in transportation and energy use in the years to come. As one of the objectives in VTP 2040, the application of new technology will be embraced as a strategy for its potential to further reduce vehicle emissions, improve system operations, increase roadway safety and harness energy sources. One developing new technology is the research behind "Smart Roads," a solar - powered roadway that can eliminate the need for snow removal trucks and also capture electricity to power electric vehicles and roadway signs. These types of advances in technology can utilize existing infrastructure like roadways and make them useful in energy production and savings. The pursuit of new fund sources will continue to be an ongoing effort. More financial resources are needed in order to accomplish the County's goals of operating and maintaining high quality transit services, expanding bicycle and pedestrian improvements and strengthening ties between land use and transportation. It is important to explore possible sources of new funds which may include express lane net revenue, local gasoline tax, or countywide impact fees in the future. Chapter 3 Page 3 We have accomplished a lot since the adoption of the last VTP document and we continue this momentum in VTP 2040 by refining our vision and enhancing our implementation strategies to pursue the next phase of investment priorities. Our shared success moving forward will require that we continue an open dialogue within our community and with other partners throughout the region to develop innovative, collaborative solutions that will help maximize limited resources and deliver quality transportation projects and programs. VTP 2040 seek to guide the County toward a more sustainable 17 future by integrating transportation, land use and funding opportunities to create communities that are a great place to live, work and play. IVasona Corridor Light Rail Extension $176 Project would build the Vasona Corridor Light Rail Transit Extension, consisting of extending VTA's light rail system 1.6 miles from the current terminus at the Winchester Station in Campbell to a new Vasona Junction Station in Los Gatos. But with limited room for expansion, the option for increasing roadway capacity to accommodate more trips and relieve congestion is reaching its practical limit. ILos Gatos Los Gatos Creek Trail Connector to SR 9 $1.2 Construct two trail connections from SR 9 to Los Gatos Creek Trail. The first link will start at the sidewalk near Wright Ave. /SR 9 intersection and run parallel to the SR 9 overpass in the easterly direction. A bike /ped bridge will be constructed to reach the Los Gatos Creek Trail. The second link will start at the SR 9 /SR 17 south merger and arc northwards to the Los Gatos Creek Trail. The total estimated length of extension is 450 feet. Town of Los Gatos Traffic Signal System Upgrade Project upgrades traffic signal system software to provide improved traffic monitoring and management. Table 2.6 Financially Constrained MTI Project Categories in Santa Clara County Bicycle Improvements (Bicycle Expenditure Program) I$300 Pedestrian Environment Improvements $100 Transportation Systems Operations and Management ProgramS350 CDT, Streetscapes, and Complete Streets $250 Total Constrained MTI Projects $1,000 Sustainabjlity and Managed Growth (Capital and Operational) 18 The issue of growth is central to all long -range plans. Growth will come if we do no planning; the question is what can our planning achieve? Through effective management of new growth, we can reduce the negative impacts it poses on our limited resources, natural environment, and developed areas. Accommodating Growth — In the next 30 years, we expect to grow more than one - third, more than any other County in the Bay Area. Even though past VIPs and RTPs have emphasized a "fix -it- first" strategy, we still do not have adequate funds to meet all of our operating and maintenance needs. We will need creative and innovative approaches to develop new fund sources to help maintain and operate the system. The pattern of development in this county has changed over the course of the past fifty years. There has been a transition from largely agricultural to suburban and employment oriented land uses. This has separated jobs from housing and transit and has influenced the choices we make in how we travel and where we live. The result of many years of rapid, but largely uncoordinated growth and dependence on auto - oriented travel has consumed land at an unsustainable rate and resulted in an unsustainable demand on the transportation system. Growth is not necessarily a negative outcome, but it can sometimes have long -term — even irreversible — consequences if not managed skillfully. Growth can also be used as a catalyst to transform existing communities into places that are more walkable, transit - supportive and mixed -used. The geographic imbalance of residences and job sites creates heavy morning and evening commutes that are often disproportionate in direction. However, these issues are evolving, albeit slowly, into new opportunities. VTP 2040 continues this focus of supporting intensified land uses within major transportation corridors. Part of the strategy is the CDT Program which promotes smart growth at major transit corridors. Other plans involve a development review process that incorporates local land use decisions by local agencies and using a land use transportation integration program to make those possible. The plan also looks at strategies for pursuing the best opportunities to develop within transit corridors. More details on the CDT Program can be found in Appendix 2. We need to become more efficient and aware travelers. Over the next 30 years, Santa Clara County will grow by roughly 637,100 residents and 303,500 jobsl— increases of 31 percent and 43 percent, respectively. We need to embrace carpooling, transit, biking, walking and making shorter and /or fewer trips. We also need to embrace technology that enhances the appeal of multimodal options, and "green" technologies that will allow us to travel by more energy efficient and environmentally friendly means. This means we must be open to and aware of current and evolving technologies that have potential to change the paradigm. (emphasis added) As we move forward and Federal and State funding continue to dwindle while our funding needs for all transportation modes continue to grow, VTA will continue to be creative when seeking new funding from conventional and unconventional sources. Some of the innovative funding strategies can be coupled with pricing policies to generate positive impacts on congestion management and revenue generation. 19 The key element of a long range transportation plan is the funding strategy. VTP 2040 has two main funding areas: Capital Investment and Operations and Maintenance. Capital Investment The Capital Investment Plan is financially constrained, encompassing VTA's anticipated capital project needs for the next 28 years. As the County continues to develop and mature, we must continue to shift from the current paradigm of sprawl and automobile dependence, devoting resources and investments into land uses that do not support an integrated multimodal transportation system. We can no longer afford to only grow outward and expand our roadways to respond to a growing population. We must continue to build upward around transit, bike and pedestrian networks, and emphasize focused growth and beneficial transportation investments to sustain and improve our role as an innovative employment center and desirable place to live. SB 375 also requires the coordination of the Regional Housing Needs Assessment (RHNA) process with the regional transportation plan process. As part of the housing element of a city's General Plan, RHNA is a measure of developable housing capacity that must be zoned during the 8 -year planning period but is not a requirement to provide housing. RHNA helps identify existing and anticipated housing needs, which ensures that land use, jobs, and mobility can be coordinated to help reduce GHG emissions and keeps RHNA consistent with the SCS or APS development patterns. In turn, the SCS must reflect the RHNA allocation. As part of integrating RHNA with the SCS, the housing element update schedule is now aligned with the RTP adoption. New Approach to the Federal Flexible Funds: One Bay Area Grant (OBAG) New to VTP 2040 is the One Bay Area Grant (OBAG) which allocates at least 70 percent of available funds to projects that are located within a PDA or a PDA- serving corridor (Figure 1.1). The other 30 percent of the funds are available to projects in any areas. The new funding distribution approach in OBAG represents the first attempt by the Regional Agencies in tying transportation funding with land use decisions and performance measures such as Complete Street compliance and General Plan housing Chapter 1 Page 16 elements. Focused growth in PDAs is the strategy set forth by MTC and ABAG to help the region reach the SB 375 greenhouse gas emission reduction targets. The next section on modeling discusses the alternative growth scenarios within the PDAs and their effect on several performance criteria, including GHG emission reductions. go 18.4 18.2 GHG Emissions 18 Pounds /Per Capita 17.8 17.6 17.4 17.2 17 16.8 16.6 N. 40 Decision: Making History Quoting from htti):Hen.wikipedia.org/wiki/National Statuary Hall Job D w Density isity Carlo Franzoni's 1810 sculptural chariot clock, the Car of History depicting Clio, muse of history, recording the proceedings of the house 21/71 This Page Intentionally Left Blank Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Friday, February 06, 2015 4:00 PM To: Marcia Jensen; Council; Greg Larson; Matt Morley Subject: Fwd: Town of Los Gatos Sent from my Whone Begin forwarded message: From: Lawrence M Gibbs <lgibbs aistanford.edu> Date: February 6, 2015 at 3:28:56 PM PST To: John Shepardson <shepardsonlaw2me.com>, Steven Leonardis <SLeonardis(ulosgatosea.gov >, Matt Morley <MMorleyLydlosgatosca. >gov> Cc: michele.annstrong a stanford.edu Subject: RE: Town of Los Gatos Mr. Shepardson, My office is not involved directly with setting up research projects in our student groups. Here are the names of three faculty members that work on transportation in their research activities. Perhaps if you contact them they could suggest a student...; ultimately it would be up to the faculty member and student to determine whether they would be interested. Ram Rajaggopal in Civil and Environmental Engineering Jim Sweeney in Management Science and Engineering Balaji Prabahkar in Electrical Engineering Lawrence M. Gibbs, CIH Associate Vice Provost for EH &S Stanford University 480 Oak Road Stanford, CA 94305 -8007 - - - -- Original Message---- - From: John Shepardson [mailto: shgpardsonl awLai ne. coin] Sent: Friday, February 06, 2015 10:28 AM To: lgibbsrUstanford.edu; michele.armstrong a stanford.edu; Steven Leonardis; Matt Morley Subject: Town of Los Gatos Dear Lawrence & Michelle: I'm a citizen in Los Gatos. I was wondering if a graduate student would like to a research project on ways that the Town can improve its burgeoning traffic problem. The biodiesel program for the Stanford shuttle is impressive. I have cc'd the former Mayor of Los Gatos, Mr. Steve Leonardis as well as Town Staff person Matt Morley. John Shepardson 59 N. Santa Cruz Ave., No. Q Los Gatos, CA 95030 (408) 395 -3701 Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Saturday, February 07, 2015 12:14 AM To: Council Subject: Traffic Management Software - EarthCam.net http://www.earthcaM.net/software/traffic.php Sent from my Whone This Page Intentionally Left Blank Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Sunday, February 08, 2015 10:13 AM To: Marcia Jensen, Council; Rod Teague; Tom Thimot Subject: N. 40 and Terraces Quoting from hap:; /www.tlicterraccsoflosgatos.com /about/ THE TERRACES ■ of Los Gatos ■ LOS GATOS RETIREMENT COMMUNITY IN SAN JOSE, CALIFORNIA AREA A LOS GATOS TREASURE JS - -It appears The Terraces (near BH School) has little impact on busy BH Road. So we have actual Town experience that senior housing is a low risk method of providing housing at N. 40. Suggest visit The Terraces. Provides assisted living, skilled living and senior appts. Same kind of place near Good Sam. Win -win. http: / /health.usnews. com/ best - nursing- homes /area /calthe- terraces- of- los- gatos- 555547 httn:// www. seniorhousingnet .comiseniorliving- detail /the - terraces- of- los -gatos 800- blossom - hill -road los- gatos ca 95032 - 554480 Also we have the Commons. Quoting from http: / /www.los =att osca.gov /1105 /Senior - Housing Los Gatos Commons, Association 445 Alberto Way Los Gatos, CA 95032 Los Gatos Commons is one of the only Bay Area senior communities that offers total independent living. 110 condominium units with one, two, or three bedroom plans have been created around a beautifully landscaped common area. A club house, swimming pool, and spa, and a well equipped fitness room, are available to residents. Los Gatos Commons is a secure, gated community with enclosed, covered parking. Within walking distance to downtown Los Gatos and easy access to major thorough fares andHighway 17. Minimum age restriction for residents is 62. For information call (408) 378 -1730. Sent from my iPhone Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Sunday, February 08, 2015 10:39 AM To: Council Subject: Yes, 55+ Age- Restricted Communities Are Legal It terms of reducing traffic impact risk, age - restricted at 62 seems safest approach. Quoting from httn:// www.55places.com/blog/yes -a�,e- restricted- communities - are -legal When the subject of active adult communities comes up, people commonly wonder whether age- restricted communities are actually legal. The Fair Housing Act protects homebuyers and renters from discrimination based on several factors, so it seems like it should keep developers from closing their doors to residents under a certain age. However, as long as they meet certain requirements, these communities are not breaking any laws. Established in 1968, the Fair Housing Act protects homebuyers and renters from discrimination based on seven different areas: race, color, sex, national origin, religion, familial status and disability. Age is not a protected class under the federal Fair Housing Act. Many states do have their own fair housing laws which include additional protected classes such as marital status, sexual orientation and ancestry. Under these laws, each state can also allow for age protection, which would begin at a defined age, but most do not prevent communities from being exclusive to older adults as they recognize the benefit of senior housing programs. While age is not a protected class under the Fair Housing Act, the law does prevent discrimination based on familial status. In this case, familial status refers to households which include pregnant women or children under the age of 18. However, the Housing for Older Persons Act of 1995 (HOPA) provides exemptions to familial status if a community meets either of the following conditions: 1. All of the occupants of the community are over the age of 62. 2. At least 80 percent of the occupied units include at least one resident who is verified to be over the age of 55, and the community follows a policy that demonstrates an intent to provide housing for those aged 55 or older. Once a community meets the HOPA requirements, they are free to create their own rules for how they will define their age restriction, as long as they are in compliance with state laws. The community can make the age - restriction more strict than the HOPA requirement, such as stating that all of the residents must be over 55 or that 80 percent of the households must include a resident aged 60 or better. Most age- restricted communities have two restrictions. The first says that each household (or 80 percent of the households) must include a resident over the age of 55. The second adds an age restriction for the remaining members of the household, such as being over the age of 40 or simply over the age of 18. They can even set guidelines for how long underage visitors (such as grandchildren) are allowed to stay with community residents. To attract younger buyers, active adult communities can also set lower age restrictions (or no age restrictions) in 20 percent of the development. This can be tricky as a full 80 percent of the occupied units must have at least one resident over the age of 55 to qualify for the HOPA exemption. To be safe, many communities only allow younger households in a smaller portion, such as 15 percent of the development. While age - restricted communities must be in compliance with both their state and federal laws, there are exemptions which let them legally limit the age of their residents. To learn more about the Fair Housing Act and HOPA exemptions, you can visit the U.S. Department of Housing and Urban Development (HUD) online or read their helpfulHOPA questions and answers document. Sent from my Whone Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Sunday, February 08, 2015 10:57 AM To: Marcia Jensen; Council; Robert Schultz Subject: Justice Department Settles Housing Discrimination Lawsuit Related to Senior Housing in Santa Rosa, California I OPA I Department of Justice http: / /www mustice.gov /opa /pr /iustice- department - settles - housing- discrimination - lawsuit - related- senior - housing- santa- rosa Sent from my Whone Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Sunday, February 08, 2015 6:56 PM To: Council; Robert Schultz Subject: N 40 Senior Sent from my iPhone > Quoting from > http: / /www.marinscope.com /twin cities times /news /article 68ccSb60- 2982- 11e4- 8f12- 0019bb2963f4 html > According to city staff reports, housing developed through the second units, a proposed project on Casa Buena Drive, and the remaining sites identified in the 2007 -2014 Housing Element Update would meet the town's housing requirements and would not require any rezoning actions. > "There are 26 single - family sites that are vacant; 16 potential second units; 16 proposed townhomes at 1421 Casa Buena [Drive]; and the potential for 25 very low and low units at the Wornum Drive Extension," O'Rourke said. > The town -owned Wornum Drive extension could be an excellent site for senior development, she said. > Sent from my iPhone Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Sunday, February 08, 2015 7:57 PM To: Marcia Jensen; Council Subject: N40 and San Ramon Quoting from htto:// www. ci. san- ramon.ca.us/ planminutes /yr2013 /PlanJointO9- 17- 13.htm Commissioner Sachs stated that there is a need to educate the public about affordable housing and suggested to elicit the opinions of the Contra Costa County Realtors Association who can be advocates for affordable housing and may provide a resource for city staff to go forward. Commissioner Sachs stated that in talking with San Ramon residents, affordable senior housing tends to be more acceptable in a community and perhaps more focus should be put on adding affordable senior units. Commissioner Sachs also stated that the Crime Prevention Programs seems to be successful and are there any practices we can add. Commissioner Sachs added that he agrees with Ms. Jones about senior housing and the need to have access to shopping centers, and being able to have access to services. Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Sunday, February 08, 2015 8:20 PM To: Council Subject: Fwd: Town Manager Joe Calabrigo Addresses Concerns With General Plan Update Danville, CA Patch > http: / /Patch.com /california /danville/" town - manager- ioe- calabrigo- addresses - concerns- to- gene4b8eaOe2a6 > Questions have arisen regarding whether the RHNA process requires "affordable" or "low income" housing to be built. While the RHNA process is intended to encourage greater affordability, multi - family housing built in Danville has historically included market -rate rental and for -sale housing which achieves affordability through product design. These homes have always met the Town's high standards and reinforced our community character. As current generations continue to age, we see a growing demand to house our empty nesters and senior citizens. > Sent from my iPhone Joel Paulson From: edrathmann @comcast.net Sent: Tuesday, February 10, 2015 9:17 AM To: Joel Paulson Subject: council meeting/ North 40 Council members and the Planning Department, Let me share some thoughts on the council meeting Tuesday night around the North 40 issue. I do realize that this has become a very complex situation, and that there are no easy answers. Yet there is, I hope, one obvious goal, which is to protect the vitality the downtown. 1)) 1 thought it was a great idea to push for a chart that clearly outlines what size units are allowed in the retail portion. The chart should not have been removed from the Specific Plan draft. I thought the council was making good progress with Councilman Leonardis's suggestion of limiting the under 1500 and under 3000 sizes. I wish the council had continued their work on the chart. 2) The size of retail that will cause a problem for the downtown is not just under 3000 sq ft but under say 7000 or 8000. 1 know for a fact that the sweet spot for restaurants is between 4000 and 7000 ft. There are many formula retail stores and restaurants that fit into that size. That size between 3000 and 8000 needs to be limited too or any developer will have a field day leasing out those spaces and it will really hurt the downtown. 3) There are many questions around the amount of food service or restaurants in the North 40 that need to be answered. Keep in mind that restaurants might be the easiest business for a developer to lease out. There is always the next hot restaurant chain or several of them that are looking for space in the range of 4000 ft to maybe 10,000 ft. Restaurants are going to line up to get into the North 40. How many restaurants do we want there? How many restaurants are needed to serve the north side of town? Three, five? At what point do a significant number of restaurants become a draw in itself? Look at Santana Row which has become virtually a restaurant mall. I would suggest that some limit either by number or square feet be added to the chart to limit the quantity of restaurants in the North 40. 4) 1 hope the work of the advisory committee is being taken seriously. No one on the committee wanted a regional mall yet we are heading in that direction. Even the EIR assumed it is going to be a regional center. According to the advisory committee, the retail component of the North 40 is supposed to be neighborhood serving not a regional mall. The retail section under 8000 sq ft should be limited to around 50,000 ft which is similar to the the other neighborhood centers in town. 5) The size of retail and the amount that exists downtown is clearly relevant in relationship to the North 40. Here are the facts: the size of retail at Santana Row is around 525,000 ft, downtown if these numbers are to be believed is around 300,000 ft and the North 40 will be around 400,000 ft. That sure sounds like the North 40 is a large regional center that will compete with the downtown. 6) Medium box stores between say 50,000 ft and 100,000 ft are clearly an unmet need in Los Gatos. What is the problem with allowing a few stores like that in the North 40? They will not compete with the downtown and it will allow a developer retail space. 7) The Town Hall is a nice concept, but the reality is that it would be direct competition to the downtown. If you are going to go in that direction then the square feet of the market hall must be counted against the total square feet of small retail because that is really what it is. Please limit the amount the square feet of retail that will be below 8000 ft at the North 40; it is the only way to protect the downtown. Thank you, Ed Rathmann From: John Shepardson [mailto:shepardsonlawCabme.com] Sent: Sunday, February 15, 2015 9:21 PM To: Marcia Jensen; Council; Greg Larson; Robert Schultz Subject: No. 40 Hi -Tech Map:) ( "Perfect Storm ") John Shepardson �1 L `°4 N y o - 4/- C pp ) 6 '� �P�°n�C.e3` �` ®min A�t /�' �n 2 �\\fig, �?' N, y6 f bfv �F h,"a�� 2036 _ very C�4/n.I�FiiiT CcxCUr -el =I 0