The Sunnyvale Town Council on Feb. 10 approved on first reading a new 20‑year Mobility Plan that combines a revised thoroughfare map and a trails master plan, and separately approved on first reading updated roadway impact‑fee assumptions and collection rates.

Town staff and consultants described the Mobility Plan as an update to the 2014/2017 thoroughfare plan that adds a trails master plan, identifies new collector and arterial alignments for the town’s future growth area, and lists intersection and capacity projects the town considers priorities over the next two decades. The ordinance for the Mobility Plan (2025‑O‑03) passed its first reading unanimously.

“Part of the scope was also to look at our impact fees, roadway impact fees, and to update that as part of the process,” said Matt Holzapletown, a town staff member who presented the ordinances. He introduced consultants from Kimley‑Horn and Associates, including Doug Arnold and Jeff Whitaker, who presented the technical analysis and public‑engagement summary.

Jeff Whitaker of Kimley‑Horn said the plan includes six suggested intersection improvements, a recommendation to widen Towne East Boulevard to a four‑lane divided arterial in the long term, and new north–south and east–west road connections in the town’s future development area intended to preserve right‑of‑way and ensure regional connectivity. The plan also adds a trails master plan that connects parks, Jobson Park and regional trails toward Mesquite.

“Level of service is how we speak in traffic engineering terms,” Whitaker said, noting the town seeks to maintain at least Level‑of‑Service C. He described the process used to model current and future traffic, and said the Mobility Plan is intended to secure rights‑of‑way and position the town for grant funding.

The council also conducted the required public hearing and approved a first reading of an ordinance to update roadway impact fees. Staff said state law requires cities to reassess impact fees at least every five years and that construction‑cost inflation in recent years has driven much of the change.

Town staff and the Capital Improvement Advisory Committee (CIAC) presented a range of options and ultimately recommended collection rates set below the legal maximum. The ordinance approved on first reading set the maximum recoverable fee in the ordinance while adopting collection rates at 85 percent of the calculated maximum for residential development and 65 percent of the maximum for nonresidential development. Staff noted the maximum calculated in the study was $2,979 per service unit; the town’s current residential fee is $645 per service unit.

The council opened public hearings on both items; no members of the public spoke during those hearings. Both first readings passed unanimously.

Council signaled that the schedules in the ordinance allow the town to set a maximum rate now and adjust the collected rate (Schedule 2) later without updating the entire technical study if council later decides to raise the collection rate to account for inflation or changing costs. Staff noted the town may spend impact‑fee funds only on eligible roadway capacity projects and related appurtenances in the right‑of‑way, and warned that unspent fees may need to be refunded to developers under state law if not used within statutory timeframes.

Both ordinances will return to council for second readings and final adoption at a subsequent meeting.