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HomeMy WebLinkAbout2017-05-01 City Council Agenda Packet City Council 1 MATERIALS RELATED TO AN ITEM ON THIS AGENDA SUBMITTED TO THE CITY COUNCIL AFTER DISTRIBUTION OF THE AGENDA PACKET ARE AVAILABLE FOR PUBLIC INSPECTION IN THE CITY CLERK’S OFFICE AT PALO ALTO CITY HALL, 250 HAMILTON AVE. DURING NORMAL BUSINESS HOURS. May 1, 2017 Special Meeting Council Chambers 5:00 PM Agenda posted according to PAMC Section 2.04.070. Supporting materials are available in the Council Chambers on the Thursday 11 days preceding the meeting. PUBLIC COMMENT Members of the public may speak to agendized items; up to three minutes per speaker, to be determined by the presiding officer. If you wish to address the Council on any issue that is on this agenda, please complete a speaker request card located on the table at the entrance to the Council Chambers, and deliver it to the City Clerk prior to discussion of the item. You are not required to give your name on the speaker card in order to speak to the Council, but it is very helpful. TIME ESTIMATES Time estimates are provided as part of the Council's effort to manage its time at Council meetings. Listed times are estimates only and are subject to change at any time, including while the meeting is in progress. The Council reserves the right to use more or less time on any item, to change the order of items and/or to continue items to another meeting. Particular items may be heard before or after the time estimated on the agenda. This may occur in order to best manage the time at a meeting or to adapt to the participation of the public. To ensure participation in a particular item, we suggest arriving at the beginning of the meeting and remaining until the item is called. HEARINGS REQUIRED BY LAW Applicants and/or appellants may have up to ten minutes at the outset of the public discussion to make their remarks and up to three minutes for concluding remarks after other members of the public have spoken. Call to Order Special Orders of the Day 5:00-5:15 PM 1. Proclamation Recognizing Progress on Byxbee Park Study Session 5:15-6:30 PM 2. Prescreening of a Proposed Hotel Development at 3200 El Camino Real and Proposed Modification or Elimination of the 50'-0" Special Setback Along Hansen Way Agenda Changes, Additions and Deletions City Manager Comments 6:30-6:40 PM Oral Communications 6:40-6:55 PM Members of the public may speak to any item NOT on the agenda. Council reserves the right to limit the duration of Oral Communications period to 30 minutes. 2 May 1, 2017 MATERIALS RELATED TO AN ITEM ON THIS AGENDA SUBMITTED TO THE CITY COUNCIL AFTER DISTRIBUTION OF THE AGENDA PACKET ARE AVAILABLE FOR PUBLIC INSPECTION IN THE CITY CLERK’S OFFICE AT PALO ALTO CITY HALL, 250 HAMILTON AVE. DURING NORMAL BUSINESS HOURS. Minutes Approval 6:55-7:00 PM 3.Approval of Action Minutes for the April 11 and 17, 2017 Council Meetings Consent Calendar 7:00-7:05 PM Items will be voted on in one motion unless removed from the calendar by three Council Members. 4.Approval of Seven Separate Contract Amendments With; Forsys Inc., Sierra Infosys, Inc., HPC Heck & Partner Consulting, Inc. dba: HPC America, Techlink Systems, Inc., Quintel-MC, Inc., DGN Technologies,Inc., and Khalid Salman Mohammed for SAP Professional Services in a Total Not-to-Exceed Amount of $350,000 Annually for all Seven Contracts 5.Approval of Supplement Number 1 to Amended and Restated Northern California Power Agency (NCPA) Joint Powers Agreement to add the City of Shasta Lake as a NCPA Member 6.Approval and Authorization for the City Manager to Execute a Master License Agreement for use of City-Controlled Space on Utility Poles and Streetlight Poles and in Conduits With Astound Broadband, LLC, DBA Wave for a Combined Initial and Potential Extension Term of 20 Years 7.Approval of Contract Amendment Number 2 to Contract Number C16158064 With BKF Engineers for a Time Extension From March 27, 2017 to September 27, 2018 for the Embarcadero Road Corridor Improvements Project (CIP PL-15001) 8.Adoption of a Resolution Decommissioning the Storm Drain Oversight Committee on May 31, 2017 and Establishing a New Storm Water Management Oversight Committee 9.SECOND READING: Adoption of an Ordinance Amending Chapter 2.11 of Title 2 of the Palo Alto Municipal Code to Reauthorize Public, Education, and Government (PEG) Access Fees That Will Apply to AT&T as it Provides Service Under its State Video Franchise (FIRST READING: April 17, 2017 PASSED 9-0) 10.Approval of a Contract With BiblioCommons Incorporated for BiblioCommons Service Platform for the Palo Alto City Library for a First Year Cost Not-to-Exceed $173,220, and Full Contract to Last notMore Than Three Years (2017-2020) for a Total Not-to-Exceed Amount of $323,764 and Approval of a Budget Amendment in the Technology Fund MEMO 3 May 1, 2017 MATERIALS RELATED TO AN ITEM ON THIS AGENDA SUBMITTED TO THE CITY COUNCIL AFTER DISTRIBUTION OF THE AGENDA PACKET ARE AVAILABLE FOR PUBLIC INSPECTION IN THE CITY CLERK’S OFFICE AT PALO ALTO CITY HALL, 250 HAMILTON AVE. DURING NORMAL BUSINESS HOURS. Action Items 7:05-10:30 PM Include: Reports of Committees/Commissions, Ordinances and Resolutions, Public Hearings, Reports of Officials, Unfinished Business and Council Matters. 11. Comprehensive Plan Update: City Council Review and Direction Regarding the Revised Draft Transportation Element 12. Comprehensive Plan Update: City Council Review and Direction Regarding the Revised Draft Land Use and Community Design Element Inter-Governmental Legislative Affairs Council Member Questions, Comments and Announcements Members of the public may not speak to the item(s) Adjournment AMERICANS WITH DISABILITY ACT (ADA) Persons with disabilities who require auxiliary aids or services in using City facilities, services or programs or who would like information on the City’s compliance with the Americans with Disabilities Act (ADA) of 1990, may contact (650) 329-2550 (Voice) 24 hours in advance. 4 May 1, 2017 MATERIALS RELATED TO AN ITEM ON THIS AGENDA SUBMITTED TO THE CITY COUNCIL AFTER DISTRIBUTION OF THE AGENDA PACKET ARE AVAILABLE FOR PUBLIC INSPECTION IN THE CITY CLERK’S OFFICE AT PALO ALTO CITY HALL, 250 HAMILTON AVE. DURING NORMAL BUSINESS HOURS. Additional Information Standing Committee Meetings Sp. Finance Committee Meeting May 2, 2017 Sp. Finance Committee Meeting May 4, 2017 Schedule of Meetings Schedule of Meetings Tentative Agenda Tentative Agenda Informational Report Plan Bay Area 2040 Status Update Parks and Recreation Commission Recommendation to Explore the Potential Sale by AT&T and Purchase by City of Palo Alto of a Portion of a Parcel at 3350 Birch Street, Palo Alto, Adjacent to Boulware Park, for Parkland Public Letters to Council Set 1 City of Palo Alto (ID # 8055) City Council Staff Report Report Type: Special Orders of the Day Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: Byxbee Park Proclamation Title: Proclamation Recognizing Progress on Byxbee Park From: City Manager Lead Department: City Clerk Attachments:  Attachment A: Proclamation Recognizing Progress on Byxbee Park Proclamation Byxbee Park WHEREAS, Palo Alto residents, artists, contractors and staff from various city departments have worked hard over many years to transform the City’s closed landfill into the 130 acre Byxbee Park in the Baylands; and WHEREAS, John Fletcher Byxbee, the City’s first City Engineer, began planning for the Baylands in 1923, and City Council dedicated the area as parkland in 1965; and WHEREAS, visionary Council Members, Commissioners and residents led the development of a plan to convert the landfill into a series of hills, trails and lookouts for hikers, birders and bicyclists; and WHEREAS, Palo Alto developed a Zero Waste Plan in 2005 and closed the landfill in 2011; and WHEREAS, over 600,000 truckloads, totaling over one million cubic yards of clean soil, enough soil to fill City Hall’s first six floors, was used to cap the refuse. The peak day saw 550 truckloads of soil arriving, or one per minute; and WHEREAS, Public Works’ Staff led the construction of methane, leachate and storm water control systems, as well as the capping, grading, trail installation and planting of drought tolerant vegetation; and WHEREAS, Community Services’ Staff led the community engagement, design and plant selection of vegetative islands, as well as the installation of signs and benches; and WHEREAS, Administrative Services’ Staff, the Attorney’s Office and other Departments’ Staff contributed to the Byxbee effort with excellent financial, administrative and legal support; and WHEREAS, Tou Bar Equipment Company, based in East Palo Alto worked tirelessly, and with great dedication as the lead contractor for the City, to cap the landfill, install environmental protection systems and create Byxbee Park. NOW, THEREFORE, I, H. Gregory Scharff, Mayor of the City of Palo Alto, on behalf of the City Council do hereby gratefully acknowledge Public Work’s Zero Waste Team, Community Services’ Open Space Team, Tou Bar Equipment Company, and all others who contributed to the creation of Palo Alto’s newest park, Byxbee Park. Presented: May 1, 2017 ______________________________ H. Gregory Scharff Mayor City of Palo Alto (ID # 7894) City Council Staff Report Report Type: Study Session Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: 3200 El Camino Real Hotel Pre-Screening for Zoning Amendment Title: Prescreening of a Proposed Hotel Development at 3200 El Camino Real and Proposed Modification or Elimination of the 50'-0" Special Setback Along Hansen Way From: City Manager Lead Department: Planning and Community Environment Recommendation Staff recommends that Council conduct a prescreening review of the applicant’s proposed hotel development as it relates to the removal or modification of the 50’-0” special setback at 3200 El Camino Real and provide comments. No formal action is requested. Executive Summary The applicant is pursuing redevelopment and expansion of an existing hotel at the corner of El Camino Real and Hansen Way. The proposal would require approval of either a variance or a legislative change to the special setback along Hansen Way. This a 50-foot special setback that extends the full length of the property adjacent to Hansen Way and along all the other properties fronting on Hansen Way; it dates from the establishment of the Stanford Research Park and its annexation to the City. The property immediately adjacent to the subject site includes buildings that intrude into the special setback by about 14 feet. A prior pre-screening request was heard by the City Council on April 4, 2016. (The staff report from that meeting can be found at http://www.cityofpaloalto.org/civicax/filebank/documents/51665.) At that time, Councilmember comments favored a legislative change to reduce the special setback because the findings for a variance could not be made. In addition, there was discussion about having a holistic approach to the setback along Hansen Way rather than addressing the single property. Councilmembers also sought better elevation and perspective drawings that would provide more information about compatibility with the surrounding, and asked to conduct another prescreening. There was also interest in having as few new vehicular trips as possible for the new square footage. City of Palo Alto Page 2 The applicant has revised the original proposal and is seeking to gauge the City Council’s support for a legislative change to reduce or eliminate the special setback along the southern edge of the property. Project revisions provide a different massing approach to the corner and illustrations are included in the attachments. Because this is a prescreening, staff has not conducted an in-depth review of the submittal, and no analysis of parking or traffic has been conducted. If the applicant chooses to proceed based on the Council’s input this evening, their proposal would require review by the Architectural Review Board (ARB), the Planning and Transportation Commission (PTC), and the City Council. Staff would also conduct a detailed analysis for code compliance, prepare the required ordinance, and conduct environmental review pursuant to the California Environmental Quality Act (CEQA). Background The subject property contains an existing two-story 16,943 square foot hotel with 36- guestrooms, which would be replaced with a four-story, 48’-0” tall hotel and 93 guestrooms with a two-level basement parking garage. In order to implement the project, or some variation of the project, the applicant seeks the removal or reduction of the special setback along Hansen Way and is considering a ordinance (zoning map change) to modify/eliminate the setback requirement. As depicted in the aerial below, the majority of the property’s existing improvements (buildings and parking is located within this 50-foot setback. The property line is located where the exsiting building footprint is along Hansen Way. City of Palo Alto Page 3 Google Maps (2017) The project site consists of a 28,878 square foot parcel (0.62 acres), located at the southwestern corner of the Hansen Way and El Camino Real intersection (see location map, Attachment A). The site is within the Commercial Service (CS) zoning designation. The present hotel was constructed in 1947 before the 50’-0” special setback was established along Hansen Way in 1959, rendering the hotel a “non-complying facility” subject to Palo Alto Municipal Code (PAMC) Section 18.70. Properties to the east along El Camino Real and directly across Hansen Way are zoned Research Park (RP) and include surface parking facilities to support research and development offices at 607 Hansen Way. Properties to the west of the site, zoned CS, include the Fish Market and McDonalds restaurants. To the north of the site, across El Camino Real, properties that are also zoned CS include Footlocker, and personal services uses. To the south of the site (rear) are research and development uses as part of the Stanford Research Park, zoned RP. City of Palo Alto Page 4 The CS zoning district was established to create and maintain areas accommodating citywide and regional services that may be inappropriate in neighborhood or pedestrian oriented shopping areas, and which generally require automotive access for customer convenience, servicing of vehicles or equipment, loading or unloading, or parking of commercial service vehicles. The PAMC allows for a maximum of 0.4:1 for development with the exception of 2.0:1 for hotel development. The height limit is 50’-0” for buildings within the CS zoning district. The conceptual project includes a setback along Hansen Way of three feet, where the existing required setback is 50’-0”. The applicant seeks relief from the setback in the form of a Zoning Amendment to the City’s Setback Map (established by Ordinance 1896 in 1959) to amend the setback pursuant to PAMC 18.80. The special setback limits development on one half of the 100 foot wide lot adjacent to Hansen Way. The special setback applies to both above ground and below ground structures. Surface parking can be situated within the special setback area. Origins of the Setback & Existing Intrusions Staff has been unable to definitively determine the original purpose of the 50’-0” special setback. However, it may have been established to accommodate future street widening in the Stanford Research Park, or to provide for landscape screening (and privacy) of Research Park buildings and uses. While there is no capital improvement plan to implement street widening of Hansen Way at this time, the legislated setbacks here and throughout the Research Park effectively constitute a “reserve” for possible future above ground or below ground improvements (which could theoretically involve roads, bicycle and pedestrian facilities, landscaping, utilities, etc.). The special setback, however, is also located on private property and the city does not have authority at this time to access or use the area within the special setback. The adjacent office complex at 600 Hansen Way was constructed in 1983 and does not conform with the special setback. The complex has its closest building setback approximately 36’-0” from the property line along Hansen Way. This represents an encroachment into the special setback. There is no justification stated in the project file for this deviation and staff is unable to uncover a reason as to why this occurred. Staff has explored the idea that this condition may provide a rationale for a similar encroachment into the special setback by the hotel proposed at 3200 El Camino Real if there were Council interest to reduce the special setback formally through an ordinance. El Camino Real Design Guidelines and South El Camino Real Guidelines The project is subject to the El Camino Real Design Guidelines and the South El Camino Real Guidelines. The Guidelines consider the site a part of the California Avenue Corridor Area. According to the Guidelines, new buildings should front El Camino Real with prominent facades. Entries should face El Camino Real, or be clearly visible and easily accessible to pedestrians. Auto-oriented development should include pedestrian-friendly design elements to City of Palo Alto Page 5 accommodate those arriving by foot or transit. The project includes what appears to be a secondary entry from El Camino Real. The policies within the Guidelines support having new buildings situated closer to the street and furthermore when considering corner properties, such as the subject site, the building should define the corner. Discussion The proposed project includes a four-story, 48’-0” tall hotel totaling 53,745 square feet (1.99:1 FAR). The project also includes two levels of underground parking that includes 90 spaces. There are three surface level parking spaces provided along with a drop-off area adjacent to the lobby. There has been some recent discussion from the City Council to explore increasing hotel FAR beyond 2.0 in the upcoming Comprehensive Plan. The concept plan below demonstrates the constraints of the site. The current plans differfrom the previous plans, both of which are illustrated below. While the footprint is similar, the design is slightly shorter and steps the building away from the corner, maintaining a second floor balcony at the corner. City of Palo Alto Page 6 Project Plans (2017), Architectural Dimensions April 2016 Proposal Project Plans (2017), Architectural Dimensions City of Palo Alto Page 7 March 2017 Proposal Project Plans (2017), Architectural Dimensions The proposed project appears to be consistent with the City’s zoning development standards and South El Camino Real Design Guidelines except for the Hansen Way setback. The project would remove the curb cut and vehicular entry along El Camino Real and relocate it to Hansen Way, which would be an enhancement. There is no change proposed to the “pork chop” island allowing for a free right from El Camino Real to Hansen Way, but there is city interest in removing this feature and improving vehicular movement at this corner. A zoning amendment as proposed by the applicant would allow the project to proceed in conformance with the City’s zoning development standards and would only affect the setback for the subject property (and not the balance of Hansen Way). The amendment would allow for the property to develop and be consistent with the South El Camino Real Design Guidelines, which encourage development to be located close to the street. However, any further encroachment into the special setback could be limit future, unplanned infrastructure improvements in the area. Next Steps If there is City Council interest in the proposal and the applicant elects to proceed, then the applicant would submit for a Zoning Amendment to be processed concurrent with an Architectural Review application. The requests would require recommendations from both the Architectural Review Board and the Planning & Transportation Commissions to the City Council for final consideration. The Zoning Amendment is a legislative action requiring an ordinance. The entire request would require evaluation under the California Environmental Quality Act (CEQA). Attachments: City of Palo Alto Page 8  COI Map 3200 El Camino Real  Attachment A: Location Map  Attachment B: Applicant Project Narative  Attachment C: Project Plans 50 50 RM- 637 CS CS CS RP 611 52 3225 3239 3255 3295 455 3305 3337 3339 592 572582 3150 3170 3200 3300 607 60 550 447 3 429 451 441 431 3159 411 435 3250425 435 3200 455 460 3201 450 430 400 3263251 0 3802862450 456 470 71 299929512905 461 3000 30173001 3128 3127 850 700 600 3398 3111 473 3225 440 620 630 429 660 3215 3275 3327 3399 3333 3201 3051 3101 3160 3260 2 3265 LA M BERT AVENUE EL CA MINO REAL HANSEN W AY EL CA MINO REAL HANSEN W AY W AY ACACIA AVENUE PORTAGE AVENUE OLIVE APE EL CA MINO REAL L CA MIN O REAL EL CA MIN O REAL EL CA MINO REAL This map is a product of the City of Palo Alto GIS This document is a graphic representation only of best available sources. Legend Special Setback Frontages Zone Districts abc Zone District Labels 3200 El Camino Real (Project Site) 0' 200' 3200 El Camino Real Area Mapwith Zoning Districts CITY O F PALO A L TO I N C O R P O R ATE D C ALIFOR N IA P a l o A l t oT h e C i t y o f A P RIL 16 1894 The City of Palo Alto assumes no responsibility for any errors ©1989 to 2015 City of Palo Alto rrivera, 2015-08-10 12:07:543200ECR zone (\\cc-maps\gis$\gis\admin\Personal\rrivera.mdb) Attachment C Project Plans Hardcopies of project plans are provided to ARB Members. These plans are available to the public by visiting the Planning and Community Environmental Department on the 5th floor of City Hall at 250 Hamilton Avenue. Directions to review Project plans online: 1. Go to: https://paloalto.buildingeye.com/planning 2. Search for “3200 El Camino Real” and open record by clicking on the green dot 3. Review the record details and open the “more details” option 4. Use the “Records Info” drop down menu and select “Attachments” 5. Open the attachment named “3200 El Camino Real 02-02-2017 full set” CITY OF PALO ALTO OFFICE OF THE CITY CLERK May 1, 2017 The Honorable City Council Attention: Finance Committee Palo Alto, California Approval of Action Minutes for the April 11 and 17, 2017 Council Meeting Staff is requesting Council review and approve the attached Action Minutes. ATTACHMENTS:  Attachment A: 04-11-17 DRAFT Action Minutes (DOCX)  Attachment B: 04-17-17 DRAFT Action Minutes (DOCX) Department Head: Beth Minor, City Clerk Page 2 CITY OF PALO ALTO CITY COUNCIL DRAFT ACTION MINUTES Page 1 of 5 Special Meeting April 11, 2017 The City Council of the City of Palo Alto met on this date in the Council Chambers at 5:05 P.M. Present: DuBois arrived at 5:32 P.M., Filseth, Fine, Holman, Kniss, Kou, Scharff, Tanaka arrived at 5:36 P.M., Wolbach Absent: Closed Session 1. CONFERENCE WITH CITY ATTORNEY-EXISTING LITIGATION Subject: Ferreira, et al. v. City of Palo Alto Santa Clara County Superior Court Case No. 16CV289765 Authority: Government Code Section 54956.9(d)(1). 2. CONFERENCE WITH REAL PROPERTY NEGOTIATORS, CALIFORNIA Government Code Section 54956.8 Property: U.S. Post Office, 380 Hamilton Avenue, Palo Alto 94301 Agency Negotiators: James Keene, Lalo Perez, Hamid Ghaemmaghami Negotiating Parties: City of Palo Alto and United States Post Office Under Negotiation: Purchase and Lease: Price and Terms of Payment. MOTION: Vice Mayor Kniss moved, seconded by Council Member Wolbach to go into Closed Session. MOTION PASSED: 7-0 DuBois, Tanaka absent Council went into Closed Session at 5:05 P.M. Council returned from Closed Session at 7:18 P.M. Mayor Scharff announced no reportable action. Agenda Changes, Additions and Deletions None. DRAFT ACTION MINUTES Page 2 of 5 City Council Meeting Draft Action Minutes: 4/11/17 Minutes Approval 3. Approval of Action Minutes for the March 27, 2017 Council Meeting. MOTION: Vice Mayor Kniss moved, seconded by Council Member Holman to approve the Action Minutes for the March 27, 2017 Council Meeting including changes outlined in the at places Staff Memorandum. MOTION PASSED: 9-0 Consent Calendar MOTION: Mayor Scharff moved, seconded by Vice Mayor Kniss to approve Agenda Item Numbers 4-9. 4. Approve Updated City of Palo Alto Debt Policy. 5. Approval of a Water Enterprise Fund Professional Services Contract With Cal Engineering & Geology for a one Year Term With a Not-to- Exceed Amount of $139,213 for a Geotechnical Investigation and Assessment of the Existing Subgrade of the Mayfield Reservoir (WS-11004). 6. Approval of Urban Forestry On-call Services Contract Number S17165735 With Davey Resource Group for Review and Inspection of Planning and Development Applications in a Not-to-Exceed Amount of $200,000 Annually for a Three-year Term. 7. Request for Authorization to Increase the Existing Contract for Legal Services With the Law Firm of Renne Sloan Holtzman Sakai by an Additional $100,000 for a Total Not-to-Exceed Amount of $195,000. 8. Adoption of an Updated Rail Committee Charter and Guiding Principles. 9. Selection of Applicants to Interview on April 26, 2017 for the Human Relations Commission, the Library Advisory Commission, the Public Art Commission, and the Utilities Advisory Commission. MOTION PASSED: 9-0 Action Items At this time Council heard Agenda Item Numbers 10 and 11 concurrently. DRAFT ACTION MINUTES Page 3 of 5 City Council Meeting Draft Action Minutes: 4/11/17 10. Council Direction on Parking and Retail Program and Related Zoning Changes Needed for the new Downtown Parking Structure Located at Existing Surface Parking Lot D at 375 Hamilton Avenue. 11. Receive Results of a Downtown Parking Management Study and Provide Direction to Staff on Next Steps. MOTION: Vice Mayor Kniss moved, seconded by Council Member DuBois to: A. Direct Staff to proceed with full preliminary design and environmental review on a new 339 space parking garage concept with five levels of above ground parking and a 3,800 square foot retail space (Downtown Parking Garage Option B); and B. Include a basement parking level; and C. Direct Staff to proceed with revisions to the Public Facility (PF) zoning Ordinance to specifically accommodate public parking garages. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in the Motion Part A, “and a 3,800 square foot” with “and up to 3,800 square feet of.” INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “direct Staff to consider inclusion of a public restroom.” (New Part C) AMENDMENT: Council Member Holman moved, seconded by Council Member XX to add to the Motion, “Council’s direction is to describe a desired outcome but not to limit the Architectural Review Board’s purview.” AMENDMENT FAILED DUE TO THE LACK OF A SECOND AMENDMENT: Council Member Tanaka moved, seconded by Council Member XX to replace the Motion Part B with, “include two basement parking levels.” AMENDMENT FAILED DUE TO THE LACK OF A SECOND AMENDMENT: Council Member Tanaka moved, seconded by Council Member XX to add to the Motion, “direct Staff to analyze additional mechanical parking options.” DRAFT ACTION MINUTES Page 4 of 5 City Council Meeting Draft Action Minutes: 4/11/17 AMENDMENT RESTATED AND INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “direct Staff to analyze additional mechanical parking options without causing a delay in this project.” (New Part E) MOTION AS AMENDED RESTATED: Vice Mayor Kniss moved, seconded by Council Member DuBois to: A. Direct Staff to proceed with full preliminary design and environmental review on a new 339 space parking garage concept with five levels of above ground parking and up to 3,800 square feet of retail space (Downtown Parking Garage Option B); and B. Include a basement parking level; and C. Direct Staff to consider inclusion of a public restroom; and D. Direct Staff to proceed with revisions to the Public Facility (PF) zoning Ordinance to specifically accommodate public parking garages; and E. Direct Staff to analyze additional mechanical parking options without causing a delay in this project. MOTION AS AMENDED PASSED: 9-0 MOTION: Council Member Fine moved, seconded by Council Member Wolbach to direct Staff to conduct public outreach and work with the Planning and Transportation Commission and the Finance Committee to refine recommendations related to the introduction of paid parking in Downtown Palo Alto, and return with a phasing, finance, and implementation plan for the Council’s consideration in the Fall of 2017; and A. Direct Staff to coordinate paid parking in Downtown Palo Alto pricing with Residential Preferential Permit Parking (RPP) Programs, garage permit pricing, and lot permit pricing. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in the Motion, “a phasing, finance, and implementation plan” with “various phasing, finance, and implementation plans.” INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in the Motion, “paid parking” with “various parking management strategies.” DRAFT ACTION MINUTES Page 5 of 5 City Council Meeting Draft Action Minutes: 4/11/17 MOTION AS AMENDED RESTATED: Council Member Fine moved, seconded by Council Member Wolbach to direct Staff to conduct public outreach and work with the Planning and Transportation Commission and the Finance Committee to refine recommendations related to the introduction of various parking management strategies in Downtown Palo Alto, and return with various phasing, finance, and implementation plans for the Council’s consideration in the fall of 2017; and A. Direct Staff to coordinate paid parking in Downtown Palo Alto pricing with Residential Preferential Permit Parking (RPP) Programs, garage permit pricing, and lot permit pricing. MOTION AS AMENDED PASSED: 9-0 Inter-Governmental Legislative Affairs 12. Staff Recommendation to Approve Sending a Letter Supporting the State's Latest Regional Traffic Relief Plan. MOTION: Council Member DuBois moved, seconded by Vice Mayor Kniss to: A. Authorize the Mayor to sign a letter to the state legislative Bay Area Caucus supporting the most recent iteration of the Regional Measure supporting a Regional Traffic Relief Plan; and B. Authorize the Mayor to sign future letters to elected officials, as needed and after City Manager approval, concerning this Reginal Measure. MOTION PASSED: 9-0 Council Member Questions, Comments and Announcements Council Member Holman requested Staff consider reopening the comment period regarding the scope of the Environmental Impact Report for Castilleja School’s request to expand enrollment and redevelop the campus. James Keene, City Manager acknowledged this request. Council Member Wolbach expressed his appreciation to the Mayor, City Manager, and facilitators at the Council Governance Retreat this past Friday and Saturday. Adjournment: The meeting was adjourned at 11:07 P.M. CITY OF PALO ALTO CITY COUNCIL DRAFT ACTION MINUTES Page 1 of 9 Special Meeting April 17, 2017 The City Council of the City of Palo Alto met on this date in the Council Chambers at 5:00 P.M. Present: DuBois, Filseth arrived at 5:05 P.M., Fine, Holman, Kniss, Kou, Scharff, Tanaka, Wolbach Absent: Closed Session A. CONFERENCE WITH CITY ATTORNEY Existing Litigation - 1 Matter Authority: Government Code Section 54956.9(d)(1) Buena Vista MHP Residents Association v. City of Palo Alto, et al. Santa Clara County Superior Court, Case No. 115CV284763. MOTION: Council Member Fine moved, seconded by Council Member Wolbach to go into Closed Session. MOTION PASSED: 8-0 Filseth absent Council went into Closed Session at 5:01 P.M. Council returned from Closed Session at 6:46 P.M. Mayor Scharff announced no reportable action. Agenda Changes, Additions and Deletions Mayor Scharff announced that due to the number of speakers interested in addressing the Council regarding Agenda Item Number 4- FIRST READING: Adoption of an Ordinance Amending Chapter 18 (Zoning) to Implement a new State Law Related to Accessory Dwelling Units… this Item will be pulled to be heard as Agenda Item Number 8A. Mayor Scharff announced Agenda Item Numbers 11- Discuss the Draft 2017- 2020 Sustainability Implementation Plan (SIP)… and 12- Annual Earth Day DRAFT ACTION MINUTES Page 2 of 9 City Council Meeting Draft Action Minutes: 4/17/17 and Sustainability and Climate Action Plan (S/CAP)… will be continued to a date uncertain. Mayor Scharff announced Council will hear Agenda Item Number 10- Approval of a Construction Contract With C. Overaa & Co… before Agenda Item Number 9- Review the Valley Transportation Authority (VTA) Next Network Initiative… Minutes Approval 1. Approval of Action Minutes for the April 3, 2017 Council Meeting. MOTION: Vice Mayor Kniss moved, seconded by Council Member Kou to approve the Action Minutes for the April 3, 2017 Council Meeting. MOTION PASSED: 9-0 Consent Calendar Council Members DuBois, Holman, and Kou registered no votes on Agenda Item Number 6- SECOND READING: Adoption of an Ordinance of the Council of the City of Palo Alto Updating the City’s Below Market Rate (BMR)… MOTION: Vice Mayor Kniss moved, seconded by Mayor Scharff to approve Agenda Item Numbers 2-3, 5-8. 2. Approval of Amendment Number One to Contract Number S16163411A With Tou Bar Equipment Company, Inc., for an Additional $70,000 for a Not-to-Exceed Amount of $325,000 to Provide Maintenance Services at the Former Los Altos Treatment Plant Over the Term of Three Years. 3. Resolution 9673 Entitled, “Resolution of the Council of the City of Palo Alto Declaring the Results of the Mail Ballot Election in Connection With the City’s Proposed Storm Water Management Fee.” 4. FIRST READING: Adoption of an Ordinance Amending Chapter 18 (Zoning) to Implement a new State Law Related to Accessory Dwelling Units and Junior Dwelling Units and to Reorganize and Update the City’s Existing Regulations. The Ordinance is Exempt From the California Environmental Quality Act (CEQA) per Public Resource Code Section 21080.17 and CEQA Guideline Sections 15061(b), 15301, 15303 and 15305 and was Recommended for Approval by the Planning and Transportation Commission on November 30, 2016. (FIRST READING: March 6, 2017 PASSED: 6-2-1 DuBois, Holman no, Kou abstain). DRAFT ACTION MINUTES Page 3 of 9 City Council Meeting Draft Action Minutes: 4/17/17 5. Adoption of an Ordinance Amending Chapter 2.11 of Title 2 of the Palo Alto Municipal Code to Reauthorize Public, Education, and Government (PEG) Access Fees That Will Apply to AT&T as it Provides Service Under its State Video Franchise. 6. Ordinance 5408 Entitled, “Ordinance of the Council of the City of Palo Alto Updating the City’s Below Market Rate (BMR) Housing Program as Recommended by the Finance Committee: (1) Repealing Municipal Code Section 16.47 (Non-residential Projects) and 18.14 (Residential Projects) (FIRST READING: March 27, 2017 PASSED: 5-4 DuBois Filseth, Holman and Kou no);” and Ordinance 5409 Entitled, “Ordinance of the Council of the City of Palo Alto Adding a new Section 16.65 (Citywide Affordable Housing In-lieu Fees for Residential, Nonresidential, and Mixed Use Developments). The Proposed Ordinances are Exempt From the California Environmental Quality Act (CEQA) per Sections 15378(b)(4), 15305 and 15601(b)(3) of the State CEQA Guidelines (FIRST READING: March 27, 2017 PASSED: 5-4 DuBois, Filseth, Holman, Kou no).” 7. Policy and Services Committee Recommendation to Accept the Auditor's Office Quarterly Report as of December 31, 2016. 8. Policy and Services Committee Recommendation to Accept the Community Services Department: Fee Schedule Audit. MOTION FOR AGENDA ITEM NUMBERS 2-3, 5, 7-8 PASSED: 9-0 MOTION FOR AGENDA ITEM NUMBER 6 PASSED: 6-3 DuBois, Holman, Kou no Action Items 8A. (Former Agenda Item Number 4) FIRST READING: Adoption of an Ordinance Amending Chapter 18 (Zoning) to Implement a new State Law Related to Accessory Dwelling Units and Junior Dwelling Units and to Reorganize and Update the City’s Existing Regulations. The Ordinance is Exempt From the California Environmental Quality Act (CEQA) per Public Resource Code Section 21080.17 and CEQA Guideline Sections 15061(b), 15301, 15303 and 15305 and was Recommended for Approval by the Planning and Transportation Commission on November 30, 2016. (FIRST READING: March 7, 2017 PASSED: 6-2-1 DuBois, Holman no, Kou abstain). Council took a break from 9:54 P.M. to 10:06 P.M. DRAFT ACTION MINUTES Page 4 of 9 City Council Meeting Draft Action Minutes: 4/17/17 MOTION: Council Member DuBois moved, seconded by Council Member Holman to: A. Adopt an Ordinance amending Palo Alto Municipal Code provisions regarding Accessory Dwelling Units as recommended by Staff on March 7, 2017; and B. Refer Council directed amendments to the Planning and Transportation Commission and Staff for analysis and return to Council as soon as possible; and C. Find the Ordinance exempt from review under the California Environmental Quality Act. SUBSTITUTE MOTION: Mayor Scharff moved, seconded by Vice Mayor Kniss to: A. Adopt an Ordinance amending Palo Alto Municipal Code provisions regarding Accessory Dwelling Units (ADUs); and B. Find the Ordinance exempt from review under the California Environmental Quality Act. INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Substitute Motion, “direct Staff to report back to Council on a quarterly basis.” (New Part B) AMENDMENT TO THE SUBSTITUTE MOTION: Council Member DuBois moved, seconded by Council Member Kou to add to the Motion, “limit ADU’s to lot sizes of 6,000 square feet or more.” AMENDMENT TO THE SUBSTITUTE MOTION RESTATED AND INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Substitute Motion, “limitADU’s to lot sizes of 5,000 square feet or more.” (New Part A.i.) AMENDMENT TO THE SUBSTITUTE MOTION: Council Member DuBois moved, seconded by Council Member Holman to add to the Motion, “restore Ordinance language pertaining to doorway orientation.” INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “limit parking permits in Residential Preferential Parking (RPP) districts by lot.” (New Part A.ii.) DRAFT ACTION MINUTES Page 5 of 9 City Council Meeting Draft Action Minutes: 4/17/17 INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “allow two story ADU’s in the Residential Estate (R-E) District using existing.” (New Part A.iii.) AMENDMENT2 TO THE SUBSTITUTE MOTION: Council Member DuBois moved, seconded by Vice Mayor Kniss to add to the Motion, “direct Staff to return with potential Eichler design guidelines relating to ADUs.” INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Substitute Motion, “clarify that the additional Floor Area Ratio (FAR) should be used within the ADU, not the primary dwelling unit.” (New Part A.iv.) INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion Part A.ii., “direct Staff to explore options to” before “limit parking permits.” AMENDMENT TO THE SUBSTITUTE MOTION RESTATED: Council Member DuBois moved, seconded by Council Member Holman to add to the Motion, “restore Ordinance language pertaining to doorway orientation.” (New Part A.v.) AMENDMENT TO THE SUBSTITUTE MOTION PASSED: 6-3 Fine, Tanaka, Wolbach no INCORPORATED INTO AMENDMENT2 TO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to Amendment2 to the Substitute Motion, “including lower height limits” after “relating to ADUs.” AMENDMENT2 TO THE SUBSTITUTE MOTION AS AMENDED RESTATED: Council Member DuBois moved, seconded by Vice Mayor Kniss to add to the Motion, “direct Staff to return with potential Eichler design guidelines relating to ADUs, including lower height limits.” (New Part A.vi.) AMENDMENT2 TO THE SUBSTITUTE MOTION AS AMENDED PASSED: 9-0 AMENDMENT TO THE SUBSTITUTE MOTION: Council Member Kou moved, seconded by Council Member Filseth to add to the Motion, “restore parking restrictions to the March 7, 2017 Staff recommendation.” AMENDMENT TO THE SUBSTITUTE MOTION FAILED: 4-5 DuBois, Filseth, Holman, Kou yes DRAFT ACTION MINUTES Page 6 of 9 City Council Meeting Draft Action Minutes: 4/17/17 INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Substitute Motion, “remove Lot Coverage requirements for new ADUs on properties that are no smaller than 10 percent smaller than standard lot sizes including those which are standard or larger.” (New Part A.vii.) INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the end of Motion Part A.i., “ADU conversions and Junior Accessory Dwelling Units (JADUs) would be exempt from this requirement.” AMENDMENT TO THE SUBSTITUTE MOTION: Council Member Filseth moved, seconded by Council Member Holman to add to the Substitute Motion, “add to Municipal Code Section 18.42.040(a)8.(iv), ‘Design: The detached accessory dwelling unit shall be similar to the main residence with respect to style, roof pitch, color and materials.” AMENDMENT TO THE SUBSTITUTE MOTION FAILED: 4-5 DuBois, Filseth, Holman, Kou yes AMENDMENT TO THE SUBSTITUTE MOTION: Council Member Fine moved, seconded by Council Member XX to add to the Substitute Motion, “replace in Municipal Code Section 18.42.040(a)8.(iv), ‘daylight planes beginning at a height of eight feet (8’)’ with ‘daylight planes beginning at a height of ten feet (10’).’” AMENDMENT TO THE SUBSTITUTE MOTION FAILED DUE TO THE LACK OF A SECOND AMENDMENT TO THE SUBSTITUTE MOTION: Council Member Fine moved, seconded by Council Member XX to add to the Substitute Motion, “update Municipal Code Section 18.42.040(a)8.(vi) to allow windows within six feet of a property line that do not face a side property.” AMENDMENT TO THE SUBSTITUTE MOTION FAILED DUE TO THE LACK OF A SECOND AMENDMENT: Council Member Fine moved, seconded by Council Member XX to add to the Motion, “update Municipal Code Section 18.42.040(a)7.iv. to allow 2-story ADUs if attached.” AMENDMENT TO THE SUBSTITUTE MOTION FAILED DUE TO THE LACK OF A SECOND DRAFT ACTION MINUTES Page 7 of 9 City Council Meeting Draft Action Minutes: 4/17/17 INCORPORATED INTO THE SUBSTITUTE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Substitute Motion, “direct the Planning and Transportation Commission to conduct a Study Session within six months of the implementation of this Ordinance to analyze the results of this Ordinance.” (New Part C) SUBSTITUTE MOTION AS AMENDED RESTATED: Mayor Scharff moved, seconded by Vice Mayor Kniss to: A. Adopt an Ordinance amending Palo Alto Municipal Code provisions regarding Accessory Dwelling Units (ADUs) including the following changes; and i. Limit ADU’s to lot sizes of 5,000 square feet or more; ADU conversions and Junior Accessory Dwelling Units (JADUs) would be exempt from this requirement; and ii. Direct Staff to explore options to limit parking permits in Residential Preferential Parking (RPP) districts by lot; and iii. Allow two story ADUs in the Residential Estate (R-E) District using existing setbacks; and iv. Clarify that the additional Floor Area Ratio (FAR) should be used within the ADU, not the primary dwelling unit; and v. Restore Ordinance language pertaining to doorway orientation; and vi. Direct Staff to return with potential Eichler design guidelines relating to ADUs, including lower height limits; and vii. Remove Lot Coverage requirements for new ADUs on properties that are no smaller than 10 percent smaller than standard lot sizes including those which are standard or larger; and B. Direct Staff to report back to Council on a quarterly basis; and C. Direct the Planning and Transportation Commission to conduct a Study Session within six months of the implementation of this Ordinance to analyze the results of this Ordinance; and D. Find the Ordinance exempt from review under the California Environmental Quality Act. SUBSTITUTE MOTION AS AMENDED PASSED: 7-2 Holman, Kou no DRAFT ACTION MINUTES Page 8 of 9 City Council Meeting Draft Action Minutes: 4/17/17 At this time Council heard Agenda Item Number 10. 10. Approval of a Construction Contract With C. Overaa & Co. in the Total Amount of $22,867,900 and a Construction Management Contract With Tanner Pacific in the Total Amount of $1,980,000 for the Sludge Dewatering and Loadout Facility Project (WQ-14001) at the Regional Water Quality Control Plant, and Resolution 9675 Entitled, “Resolution of the Council of the City of Palo Alto: 1) Authorizing an Installment Sale Agreement With the California State Water Resources Control Board for Financing the Design and Construction of the Sludge Dewatering and Loadout Facility; and 2) Authorizing the Amendment of two Related Financing Agreements With the California State Water Resources Control Board.” MOTION: Mayor Scharff moved, seconded by Vice Mayor Kniss to: A. Approve and authorize the City Manager or his designee to execute a contract with C. Overaa & Co. in an amount not to exceed $20,789,000 for construction of the Sludge Dewatering and Loadout Facility at the Regional Water Quality Control Plant funded in Capital Improvement Program project WQ-14001; and B. Approve and authorize the City Manager or his designee to negotiate and execute one or more change orders to the contract with C. Overaa & Co. for related additional, but unforeseen work, which may develop during the project, the total value of which shall not exceed $2,078,900; and C. Approve and authorize the City Manager or his designee to execute the contract with Tanner Pacific in an amount not to exceed $1,980,000 for construction management services, including $1,800,000 for basic services and $180,000 for potential additional services for the Sludge Dewatering and Loadout Facility at the Regional Water Quality Control Plant funded in Capital Improvement Program project WQ-14001; and D. Adopt a Resolution authorizing an Installment Sale Agreement in an amount not to exceed $30,000,000 with the California State Water Resources Control Board for financing the design and construction of the Sludge Dewatering and Loadout Facility, and authorizing the amendment of two related financing agreements with the California State Water Resources Control Board. MOTION PASSED: 9-0 DRAFT ACTION MINUTES Page 9 of 9 City Council Meeting Draft Action Minutes: 4/17/17 9. Review the Valley Transportation Authority (VTA) Next Network Initiative Final Plan and the Draft Palo Alto Transit Vision Plan and Direct Staff to Pursue Funding From VTA to Backfill Service Reductions With Local Shuttle Service. MOTION: Council Member DuBois moved, seconded by Mayor Scharff to: A. Direct Staff to pursue Valley Transportation Authority (VTA) funding to backfill planned reductions in bus service with local shuttle service; and B. Continue discussion of the Palo Alto Free Shuttle to a date uncertain. MOTION PASSED: 9-0 11. Discuss the Draft 2017-2020 Sustainability Implementation Plan (SIP) and Direct Staff on Next Steps. 12. Annual Earth Day and Sustainability and Climate Action Plan (S/CAP) Update. Inter-Governmental Legislative Affairs None. Council Member Questions, Comments and Announcements None. Adjournment: The meeting was adjourned at 12:59 A.M. City of Palo Alto (ID # 7868) City Council Staff Report Report Type: Consent Calendar Meeting Date: 5/1/2017  City of Palo Alto  Page 1  Summary Title: Amendment to SAP Professional Staffing Contracts  Title: Approval of Seven Separate Contract Amendments With Forsys Inc.,  Sierra Infosys, Inc., HPC Heck & Partner Consulting, Inc. dba: HPC America,  Techlink Systems, Inc., Quintel­MC, Inc., DGN Technologies, Inc., and Khalid  Salman Mohammed for SAP Professional Services in a Total  Not­to­Exceed  Amount of$350,000 Annually for all Seven Contracts  From: City Manager  Lead Department: IT Department  Recommendation Staff recommends that Council approve and authorize the City Manager or designee to execute the following: 1) Approve amendments to the contracts with Forsys Inc., Sierra Infosys, Inc., HPC Heck & Partner Consulting, Inc. dba: HPC America, Techlink Systems, Inc., Quintel-MC, Inc., DGN Technologies, Inc., and Khalid Salman Mohammed for ongoing SAP project related work to authorize an additional $100,000 for a total not to exceed amount of $350,000 annually, subject to the annual appropriation of funds; and 2) Approve amendments to all seven contracts changing the terms from a calendar year to a fiscal year basis for consistency with cycle, extending the end dates to June 30, 2019. Executive Summary The IT Department has increasing needs to fill specialized assignments for a short period of time, such as an SAP Functional Analyst or SAP Technical Advanced Building Application Programming (ABAP) programmer. Short-term contractor assignments provide significant flexibility to the dynamic technology needs of the City. In 2015, staff issued an RFP for SAP Professional Support and the following vendors were chosen: Forsys, Inc. (formerly Bodhtree Solutions, Inc.) City of Palo Alto  Page 2 ntel-MC, Inc. Staff would now like to modify the agreements to allow for additional services and ending June 30, 2019. Background To eliminate the dependence on just one SAP support vendor, the City issued an RFP to seek a number of qualified SAP Application maintenance support firms that provide temporary SAP support services on an as-needed basis. In December of 2015, Council approved seven contracts with the vendors noted above for SAP Professional Services (CMR 5956). The City has been using these vendors since January 2016. Under these seven contracts vendors are not guaranteed or assured of any specific quantity of work to be performed. The identified vendors help in providing support and maintenance services to the following six systems: Enterprise Planning system, SAP Industry-Specific Utilities system, Customer Relationship Management system, Utilities Customer Electronic Services system, Employee and Manger Self-Service system, and Business Intelligence Systems. Discussion Projects such as the Fire Department fire fighter new work schedule change for payroll, the purchase order notification and PO archiving through ARC, the roll-out of the new ZFIR044 report (which fixed long time errors and added functionality), and the current work being done on the BI Upgrade, would not have been possible without these specialized professional service dollars available. With the increasing demand for added functionality as well as for maintenance and system related issues, additional contract dollars for these specialized areas are being requested. Being that the work is so specialized, the hourly rates for the consultants are reflective of that and the cost to complete a project is relatively high. Resource Impact Ongoing funding of $250,000 is included in the Information Technology Fund for SAP professional staffing. The remaining $100,000 increase will be funded in FY 2017 and FY 2018 from identified one-time funding sources such as the enterprise applications contingency. Ongoing funding of additional $100,000 for SAP professional staffing will be referred to the annual budget process for review and will be subject to the annual appropriations for subsequent years. Environmental Review City of Palo Alto  Page 3 Approval of these contract amendments does not constitute a project under the California Environmental Quality Act (CEQA); therefore, no Environmental Assessment is required. Attachments:  Attachment A: C17166284 AMENDMENT 1 FORSYS  04132017 DRAFT.doc Attachment B: C16161997 AMENDMENT 1 SIERRA INFO SYU 04102017 Final.doc Attachment C: C1616199 AMENDMENT 1 TECHLINK  04132017 DRAFT.doc  Attachment D: C16162000 AMENDMENT 1 QUINTEL  04132017 Final v2.doc  Attachment E: C16162001 AMENDMENT 1 DGN TECH  04132017 DRAFT.doc  Attachment F: C16162002 AMENDMENT 1 KALID S  A MOHAMMED  04132017  DRAFT.doc  1 Revision July 20, 2016 AMENDMENT NO. 1 TO CITY OF PALO ALTO CONTRACT NO. C17166284 AGREEMENT BETWEEN THE CITY OF PALO ALTO AND FORSYS, INC., FOR PROFESSIONAL SERVICES PROFESSIONAL This Amendment No. 1 to Palo Alto Contract No. C17166284 (Agreement on ________________, 2017, by and between the CITY OF PALO ALTO, a California chartered municipal corporation ( FORSYS, INC, a California corporation authorized to do business in California, with offices located at 6036 Stevenson Blvd, Fremont, CA 94538 CONSULTANT R E C I T AL S A. The Agreement was entered into between the parties on January 1, 2016, for the provision of professional SAP application maintenance support services. B. The parties now desire to extend the length of the Agreement by six months ar, and to provide for additional compensation. NOW, THEREFORE, in consideration of the covenants, terms, conditions, and provisions of this Amendment, the parties agree: SECTION 1. SECTION 2 of the Agreement TERM is hereby amended to read in full as follows: The term of this Agreement shall be from January 1, 2016 through June 30, 2019, unless terminated earlier pursuant to Section 19 of this Agreement. Contract year 1: 10/01/2016 12/31/2016 Contract year 2: 01/01/2017 06/30/2017 Contract year 3: 07/01/2017 06/30/2018 Contract year 4: 07/01/2018 06/30/2019 SECTION 2. SECTION 4 NOT TO EXCEED COMPENSATION is hereby amended increase the overall amount of not­to­exceed compensation by $100,000, to read in full as follows: DocuSign Envelope ID: 5FE7649B-8E62-429B-AEA4-250518EEA58B 2 Revision July 20, 2016 The compensation to be paid to the CONSULTANT for performances of the and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it is likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on­call contracts, of which this Agreement is one. The seven on­call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars (350,000.00) per contract year The applicable rates and schedule of payment are ­ and made a part of this Agreement. Additional Services, if any, shall be authorized in accordance with and subject to the Additional Services performed without the prior written authorization of CITY. Additional Services shall mean any work that is determined by CITY to be necessary for the proper completion of the Project, but which is not included within the Scope SECTION 3. The following exhibits to the Agreement are hereby amended to read as set forth in the attachments to this Amendment, which are incorporated in full by this reference: a. Exhibit b. SECTION 4. Except as herein modified, all other provisions of the Agreement, including any exhibits and subsequent amendments thereto, shall remain in full force and effect. IN WITNESS WHEREOF, the parties hereto have by their duly authorized representatives executed this Agreement on the date first above written. DocuSign Envelope ID: 5FE7649B-8E62-429B-AEA4-250518EEA58B 3 Revision July 20, 2016 CITY OF PALO ALTO City Manager APPROVED AS TO FORM: City Attorney FORSYS, INC By: Name: Jayaprasad Venjendla Title: CEO Attachments (If applicable): EXHIBIT "B": SCHEDULE OF PERFORMANCE EXHIBIT "C": COMPENSATION DocuSign Envelope ID: 5FE7649B-8E62-429B-AEA4-250518EEA58B 4 Revision July 20, 2016 EXHIBIT B (AMENDED) SCHEDULE OF PERFORMANCE CONSULTANT shall perform services so as to complete each task order within the time specified below. CONSULTANT shall provide a detailed schedule of work consistent with the schedule upon the issuance of a task order within 1 week of receipt of the notice to proceed. Task Completion From NTP Continuous ON­Call Services June 30, 2019 DocuSign Envelope ID: 5FE7649B-8E62-429B-AEA4-250518EEA58B 5 Revision July 20, 2016 EXHIBI (AMENDED) COMPENSATION The CITY agrees to compensate the CONSULTANT for professional services performed in accordance with the terms and conditions of this Agreement based on the hourly rate schedule attached as Exhibit C-1. The compensation to be paid to CONSULTANT for performance of the Services described in shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on-call contracts, of which this Agreement is one. The seven on-call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid per contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year. The applicable rates - REIMBURSABLE EXPENSES The administrative, overhead, secretarial time or secretarial overtime, word processing, photocopying, in-house printing, insurance and other ordinary business expenses are included within the scope of payment for services and are not reimbursable expenses. CITY shall reimburse CONSULTANT for the following reimbursable expenses at cost. Expenses for which CONSULTANT shall be reimbursed are: None ADDITIONAL SERVICES The CONSULTANT shall provide additional services only by advanced, written authorization submit a detailed written proposal including a description of the scope of services, schedule, level of expenses, for such services based on the rates set forth in Exhibit C-1. The additional services scope, schedule and maximum compensation shall be negotiated and agreed to in writing by Payment for additional services is subject to all requirements and restrictions in this Agreement. DocuSign Envelope ID: 5FE7649B-8E62-429B-AEA4-250518EEA58B 1 Revision July 20, 2016 AMENDMENT NO. 1 TO CITY OF PALO ALTO CONTRACT NO. C16161997 AGREEMENT BETWEEN THE CITY OF PALO ALTO AND SIERRA INFOSYS, INC. FOR PROFESSIONAL SERVICES PROFESSIONAL This Amendment No. 1 to Palo Alto Contract No. C16161997 (Agreement entered into on ________________, 2017, by and between the CITY OF PALO ALTO, a California chartered municipal corporation (SIERRA INFOSYS, INC. a Texas corporation authorized to do business in California, with offices located at 6001 Savoy Drive, Suite 201, Houston, TX 77036 CONSULTANT R E C I T AL S A. The Agreement was entered into between the parties on January 1, 2016, for the provision of professional SAP application maintenance support services. B. The parties now desire to extend the length of the Agreement by six months ar, and to provide for additional compensation. NOW, THEREFORE, in consideration of the covenants, terms, conditions, and provisions of this Amendment, the parties agree: SECTION 1. SECTION 2 of the Agreement TERM is hereby amended to read in full as follows: The term of this Agreement shall be from January 1, 2016 through June 30, 2019, unless terminated earlier pursuant to Section 19 of this Agreement. Contract year 1: 01/01/2016 12/31/2016 Contract year 2: 01/01/2017 06/30/2017 Contract year 3: 07/01/2017 06/30/2018 Contract year 4: 07/01/2018 06/30/2019 SECTION 2. SECTION 4 NOT TO EXCEED COMPENSATION is hereby amended increase the overall amount of not­to­exceed compensation by $100,000, to read in full as follows: DocuSign Envelope ID: 2BCA358D-0F1E-478D-BB96-94E805E5FF55 2 Revision July 20, 2016 The compensation to be paid to the CONSULTANT for performances of the and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it is likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on­call contracts, of which this Agreement is one. The seven on­call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars (350,000.00) per contract year The applicable rates and schedule of payment are ­ and made a part of this Agreement. Additional Services, if any, shall be authorized in accordance with and subject to the Additional Services performed without the prior written authorization of CITY. Additional Services shall mean any work that is determined by CITY to be necessary for the proper completion of the Project, but which is not included within the Scope SECTION 3. The following exhibits to the Agreement are hereby amended to read as set forth in the attachments to this Amendment, which are incorporated in full by this reference: a. Exhibit b. SECTION 4. Except as herein modified, all other provisions of the Agreement, including any exhibits and subsequent amendments thereto, shall remain in full force and effect. IN WITNESS WHEREOF, the parties hereto have by their duly authorized representatives executed this Agreement on the date first above written. DocuSign Envelope ID: 2BCA358D-0F1E-478D-BB96-94E805E5FF55 3 Revision July 20, 2016 CITY OF PALO ALTO City Manager APPROVED AS TO FORM: City Attorney SIERRA INFOSYS, INC. Officer 1 By: Name: Maya Bava Title: VP, Operations Attachments (If applicable): EXHIBIT "B": SCHEDULE OF PERFORMANCE EXHIBIT "C": COMPENSATION DocuSign Envelope ID: 2BCA358D-0F1E-478D-BB96-94E805E5FF55 4 Revision July 20, 2016 EXHIBIT B (AMENDED) SCHEDULE OF PERFORMANCE CONSULTANT shall perform services so as to complete each task order within the time specified below. CONSULTANT shall provide a detailed schedule of work consistent with the schedule upon the issuance of a task order within 1 week of receipt of the notice to proceed. Task Completion From NTP Continuous ON­Call Services June 30, 2019 DocuSign Envelope ID: 2BCA358D-0F1E-478D-BB96-94E805E5FF55 5 Revision July 20, 2016 (AMENDED) COMPENSATION The CITY agrees to compensate the CONSULTANT for professional services performed in accordance with the terms and conditions of this Agreement based on the hourly rate schedule attached as Exhibit C-1. The compensation to be paid to CONSULTANT for performance of the Services described in shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on-call contracts, of which this Agreement is one. The seven on-call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid per contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year. The applicable rates - REIMBURSABLE EXPENSES The administrative, overhead, secretarial time or secretarial overtime, word processing, photocopying, in-house printing, insurance and other ordinary business expenses are included within the scope of payment for services and are not reimbursable expenses. CITY shall reimburse CONSULTANT for the following reimbursable expenses at cost. Expenses for which CONSULTANT shall be reimbursed are: None ADDITIONAL SERVICES The CONSULTANT shall provide additional services only by advanced, written authorization detailed written proposal including a description of the scope of services, schedule, level of expenses, for such services based on the rates set forth in Exhibit C-1. The additional services scope, schedule and maximum compensation shall be negotiated and agreed to in writing by the Payment for additional services is subject to all requirements and restrictions in this Agreement. DocuSign Envelope ID: 2BCA358D-0F1E-478D-BB96-94E805E5FF55 1 Revision July 20, 2016 AMENDMENT NO. 1 TO CITY OF PALO ALTO CONTRACT NO. C16161999 AGREEMENT BETWEEN THE CITY OF PALO ALTO AND TECHLINK SYSTEMS, INC. FOR PROFESSIONAL SERVICES PROFESSIONAL This Amendment No. 1 to Palo Alto Contract No. C16161999 (Agreement on ________________, 2017, by and between the CITY OF PALO ALTO, a California chartered municipal corporation (TECHLINK SYSTEMS, INC a California corporation authorized to do business in California, with offices located at One Post Street, Suite 300, San Francisco, CA 94588, Telephone 415­732­7580 CONSULTANT R E C I T AL S A. The Agreement was entered into between the parties on January 1, 2016, for the provision of professional SAP application maintenance support services. B. The parties now desire to extend the length of the Agreement by six months ar, and to provide for additional compensation. NOW, THEREFORE, in consideration of the covenants, terms, conditions, and provisions of this Amendment, the parties agree: SECTION 1. SECTION 2 of the Agreement TERM is hereby amended to read in full as follows: The term of this Agreement shall be from January 1, 2016 through June 30, 2019, unless terminated earlier pursuant to Section 19 of this Agreement. s: Contract year 1: 01/01/2016 12/31/2016 Contract year 2: 01/01/2017 06/30/2017 Contract year 3: 07/01/2017 06/30/2018 Contract year 4: 07/01/2018 06/30/2019 SECTION 2. SECTION 4 NOT TO EXCEED COMPENSATION is hereby amended increase the overall amount of not­to­exceed compensation by $100,000, to read in full as follows: DocuSign Envelope ID: 5F4871DC-D740-4146-B071-B853321892E5 2 Revision July 20, 2016 The compensation to be paid to the CONSULTANT for performances of the l services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it is likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on­call contracts, of which this Agreement is one. The seven on­call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars (350,000.00) per contract year The applicable rates and schedule of payment are ­hed to and made a part of this Agreement. Additional Services, if any, shall be authorized in accordance with and subject to the Additional Services performed without the prior written authorization of CITY. Additional Services shall mean any work that is determined by CITY to be necessary for the proper completion of the Project, but which is not included within the Scope SECTION 3. The following exhibits to the Agreement are hereby amended to read as set forth in the attachments to this Amendment, which are incorporated in full by this reference: a. Exhibit b. SECTION 4. Except as herein modified, all other provisions of the Agreement, including any exhibits and subsequent amendments thereto, shall remain in full force and effect. IN WITNESS WHEREOF, the parties hereto have by their duly authorized representatives executed this Agreement on the date first above written. DocuSign Envelope ID: 5F4871DC-D740-4146-B071-B853321892E5 3 Revision July 20, 2016 CITY OF PALO ALTO City Manager APPROVED AS TO FORM: City Attorney or designee TECHLINK SYSTEMS, INC By: Name: Alan M. Neal Title: Senior Account Director Attachments (If applicable): EXHIBIT "B": SCHEDULE OF PERFORMANCE EXHIBIT "C": COMPENSATION DocuSign Envelope ID: 5F4871DC-D740-4146-B071-B853321892E5 4 Revision July 20, 2016 EXHIBIT B (AMENDED) SCHEDULE OF PERFORMANCE CONSULTANT shall perform services so as to complete each task order within the time specified below. CONSULTANT shall provide a detailed schedule of work consistent with the schedule upon the issuance of a task order within 1 week of receipt of the notice to proceed. Task Completion From NTP Continuous ON­Call Services June 30, 2019 (AMENDED) DocuSign Envelope ID: 5F4871DC-D740-4146-B071-B853321892E5 5 Revision July 20, 2016 COMPENSATION The CITY agrees to compensate the CONSULTANT for professional services performed in accordance with the terms and conditions of this Agreement based on the hourly rate schedule attached as Exhibit C-1. The compensation to be paid to CONSULTANT for performance of the Services described in shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on-call contracts, of which this Agreement is one. The seven on-call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid per contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year. The applicable rates - REIMBURSABLE EXPENSES The administrative, overhead, secretarial time or secretarial overtime, word processing, photocopying, in-house printing, insurance and other ordinary business expenses are included within the scope of payment for services and are not reimbursable expenses. CITY shall reimburse CONSULTANT for the following reimbursable expenses at cost. Expenses for which CONSULTANT shall be reimbursed are: None ADDITIONAL SERVICES The CONSULTANT shall provide additional services only by advanced, written authorization detailed written proposal including a description of the scope of services, schedule, level of bursable expenses, for such services based on the rates set forth in Exhibit C-1. The additional services scope, schedule and maximum compensation shall be negotiated and agreed to in writing by Payment for additional services is subject to all requirements and restrictions in this Agreement. DocuSign Envelope ID: 5F4871DC-D740-4146-B071-B853321892E5 1 Revision July 20, 2016 AMENDMENT NO. 1 TO CITY OF PALO ALTO CONTRACT NO. C16162000 AGREEMENT BETWEEN THE CITY OF PALO ALTO AND QUINTEL­MC, INC. FOR PROFESSIONAL SERVICES PROFESSIONAL This Amendment No. 1 to Palo Alto Contract No. C16162000 (Agreement on ________________, 2017, by and between the CITY OF PALO ALTO, a California chartered municipal corporation (QUINTEL­MC, INC. a Colorado corporation authorized to do business in California, with offices located at 5910 So. University Blvd, Suite C18­193, Greenwood Village, CO 80121, telephone 303­781­4771 CONSULTANT R E C I T AL S A. The Agreement was entered into between the parties on January 1, 2016, for the provision of professional SAP application maintenance support services. B. The parties now desire to extend the length of the Agreement by six months ar, and to provide for additional compensation. NOW, THEREFORE, in consideration of the covenants, terms, conditions, and provisions of this Amendment, the parties agree: SECTION 1. SECTION 2 of the Agreement TERM is hereby amended to extend the term by six months and to clarify the meaning of read in full as follows: The term of this Agreement shall be from January 1, 2016 through June 30, 2019, unless terminated earlier pursuant to Section 19 of this Agreement. llows: Contract year 1: 01/01/2016 12/31/2016 Contract year 2: 01/01/2017 06/30/2017 Contract year 3: 07/01/2017 06/30/2018 Contract year 4: 07/01/2018 06/30/2019 SECTION 2. SECTION 4 NOT TO EXCEED COMPENSATION is hereby amended increase the overall amount of not­to­exceed compensation by $100,000, to read in full as follows: DocuSign Envelope ID: C43729F6-9E68-4875-8D1C-3398ACA4A609 2 Revision July 20, 2016 The compensation to be paid to the CONSULTANT for performances of the ional services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it is likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on­call contracts, of which this Agreement is one. The seven on­call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars (350,000.00) per contract year The applicable rates and schedule of payment are ­ttached to and made a part of this Agreement. Additional Services, if any, shall be authorized in accordance with and subject to the Additional Services performed without the prior written authorization of CITY. Additional Services shall mean any work that is determined by CITY to be necessary for the proper completion of the Project, but which is not included within the Scope SECTION 3. The following exhibits to the Agreement are hereby amended to read as set forth in the attachments to this Amendment, which are incorporated in full by this reference: a. Exhibit b. SECTION 4. Except as herein modified, all other provisions of the Agreement, including any exhibits and subsequent amendments thereto, shall remain in full force and effect. IN WITNESS WHEREOF, the parties hereto have by their duly authorized representatives executed this Agreement on the date first above written. DocuSign Envelope ID: C43729F6-9E68-4875-8D1C-3398ACA4A609 3 Revision July 20, 2016 CITY OF PALO ALTO City Manager APPROVED AS TO FORM: City Attorney or designee QUINTEL­MC, INC Officer 1 Title: CEO and President Attachments (If applicable): EXHIBIT "B": SCHEDULE OF PERFORMANCE EXHIBIT "C": COMPENSATION DocuSign Envelope ID: C43729F6-9E68-4875-8D1C-3398ACA4A609 4 Revision July 20, 2016 EXHIBIT B (AMENDED) SCHEDULE OF PERFORMANCE CONSULTANT shall perform services so as to complete each task order within the time specified below. CONSULTANT shall provide a detailed schedule of work consistent with the schedule upon the issuance of a task order within 1 week of receipt of the notice to proceed. Task Completion From NTP Continuous ON­Call Services June 30, 2019 (AMENDED) DocuSign Envelope ID: C43729F6-9E68-4875-8D1C-3398ACA4A609 5 Revision July 20, 2016 COMPENSATION The CITY agrees to compensate the CONSULTANT for professional services performed in accordance with the terms and conditions of this Agreement based on the hourly rate schedule attached as Exhibit C-1. The compensation to be paid to CONSULTANT for performance of the Services described in shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on-call contracts, of which this Agreement is one. The seven on-call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid per contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year. The applicable rates - REIMBURSABLE EXPENSES The administrative, overhead, secretarial time or secretarial overtime, word processing, photocopying, in-house printing, insurance and other ordinary business expenses are included within the scope of payment for services and are not reimbursable expenses. CITY shall reimburse CONSULTANT for the following reimbursable expenses at cost. Expenses for which CONSULTANT shall be reimbursed are: None ADDITIONAL SERVICES The CONSULTANT shall provide additional services only by advanced, written authorization detailed written proposal including a description of the scope of services, schedule, level of able expenses, for such services based on the rates set forth in Exhibit C-1. The additional services scope, schedule and maximum compensation shall be negotiated and agreed to in writing by Payment for additional services is subject to all requirements and restrictions in this Agreement. DocuSign Envelope ID: C43729F6-9E68-4875-8D1C-3398ACA4A609 1 Revision July 20, 2016 AMENDMENT NO. 1 TO CITY OF PALO ALTO CONTRACT NO. C16162001 AGREEMENT BETWEEN THE CITY OF PALO ALTO AND DGN TECHNOLOGIES, INC. FOR PROFESSIONAL SERVICES PROFESSIONAL This Amendment No. 1 to Palo Alto Contract No. C16162001 (Agreement on ________________, 2017, by and between the CITY OF PALO ALTO, a California chartered municipal corporation (DGN TECHNOLOGIES, INC., a California corporation authorized to do business in California, with offices located at 46500 Fremont Blvd., Suite 708, Fremont, CA 94538, Telephone 510­396­9972 CONSULTANT R E C I T AL S A. The Agreement was entered into between the parties on January 1, 2016, for the provision of professional SAP application maintenance support services. B. The parties now desire to extend the length of the Agreement by six months ar, and to provide for additional compensation. NOW, THEREFORE, in consideration of the covenants, terms, conditions, and provisions of this Amendment, the parties agree: SECTION 1. SECTION 2 of the Agreement TERM is hereby amended to read in full as follows: The term of this Agreement shall be from January 1, 2016 through June 30, 2019, unless terminated earlier pursuant to Section 19 of this Agreement. ws: Contract year 1: 01/01/2016 12/31/2016 Contract year 2: 01/01/2017 06/30/2017 Contract year 3: 07/01/2017 06/30/2018 Contract year 4: 07/01/2018 06/30/2019 SECTION 2. SECTION 4 NOT TO EXCEED COMPENSATION is hereby amended increase the overall amount of not­to­exceed compensation by $100,000, to read in full as follows: DocuSign Envelope ID: B389C8A2-ED3D-494F-B12C-A1627F7912A9 2 Revision July 20, 2016 The compensation to be paid to the CONSULTANT for performances of the al services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it is likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on­call contracts, of which this Agreement is one. The seven on­call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars (350,000.00) per contract year The applicable rates and schedule of payment are ­ched to and made a part of this Agreement. Additional Services, if any, shall be authorized in accordance with and subject to the Additional Services performed without the prior written authorization of CITY. Additional Services shall mean any work that is determined by CITY to be necessary for the proper completion of the Project, but which is not included within the Scope SECTION 3. The following exhibits to the Agreement are hereby amended to read as set forth in the attachments to this Amendment, which are incorporated in full by this reference: a. Exhibit b. SECTION 4. Except as herein modified, all other provisions of the Agreement, including any exhibits and subsequent amendments thereto, shall remain in full force and effect. IN WITNESS WHEREOF, the parties hereto have by their duly authorized representatives executed this Agreement on the date first above written. DocuSign Envelope ID: B389C8A2-ED3D-494F-B12C-A1627F7912A9 3 Revision July 20, 2016 CITY OF PALO ALTO City Manager APPROVED AS TO FORM: City Attorney or designee DGN TECHNOLOGIES, INC. Officer 1 By: Name: Ranvir Singh Title: President Attachments (If applicable): EXHIBIT "B": SCHEDULE OF PERFORMANCE EXHIBIT "C": COMPENSATION DocuSign Envelope ID: B389C8A2-ED3D-494F-B12C-A1627F7912A9 4 Revision July 20, 2016 EXHIBIT B (AMENDED) SCHEDULE OF PERFORMANCE CONSULTANT shall perform services so as to complete each task order within the time specified below. CONSULTANT shall provide a detailed schedule of work consistent with the schedule upon the issuance of a task order within 1 week of receipt of the notice to proceed. Task Completion From NTP Continuous ON­Call Services June 30, 2019 (AMENDED) DocuSign Envelope ID: B389C8A2-ED3D-494F-B12C-A1627F7912A9 5 Revision July 20, 2016 COMPENSATION The CITY agrees to compensate the CONSULTANT for professional services performed in accordance with the terms and conditions of this Agreement based on the hourly rate schedule attached as Exhibit C-1. The compensation to be paid to CONSULTANT for performance of the Services described in shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on-call contracts, of which this Agreement is one. The seven on-call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid per contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year. The applicable rates - REIMBURSABLE EXPENSES The administrative, overhead, secretarial time or secretarial overtime, word processing, photocopying, in-house printing, insurance and other ordinary business expenses are included within the scope of payment for services and are not reimbursable expenses. CITY shall reimburse CONSULTANT for the following reimbursable expenses at cost. Expenses for which CONSULTANT shall be reimbursed are: None ADDITIONAL SERVICES The CONSULTANT shall provide additional services only by advanced, written authorization from t detailed written proposal including a description of the scope of services, schedule, level of expenses, for such services based on the rates set forth in Exhibit C-1. The additional services scope, schedule and maximum compensation shall be negotiated and agreed to in writing by Payment for additional services is subject to all requirements and restrictions in this Agreement. DocuSign Envelope ID: B389C8A2-ED3D-494F-B12C-A1627F7912A9 1 Revision July 20, 2016 AMENDMENT NO. 1 TO CITY OF PALO ALTO CONTRACT NO. C16162002 AGREEMENT BETWEEN THE CITY OF PALO ALTO AND KHALID SALMAN A. MOHAMMED FOR PROFESSIONAL SERVICES PROFESSIONAL This Amendment No. 1 to Palo Alto Contract No. C16162002 (Agreement on ________________, 2017, by and between the CITY OF PALO ALTO, a California chartered municipal corporation (KHALID SALMAN A. MOHAMMED, a California corporation authorized to do business in California, with offices located at 1962 Bellomy Street, Apt. #2, Santa Clara, CA 95050, telephone 408­663­8544 CONSULTANT R E C I T AL S A. The Agreement was entered into between the parties on January 1, 2016, for the provision of professional SAP application maintenance support services. B. The parties now desire to extend the length of the Agreement by six months ar, and to provide for additional compensation. NOW, THEREFORE, in consideration of the covenants, terms, conditions, and provisions of this Amendment, the parties agree: SECTION 1. SECTION 2 of the Agreement TERM is hereby amended to extend the term by six months and to clarify the meanin read in full as follows: The term of this Agreement shall be from January 1, 2016 through June 30, 2019, unless terminated earlier pursuant to Section 19 of this Agreement. s follows: Contract year 1: 01/01/2016 12/31/2016 Contract year 2: 01/01/2017 06/30/2017 Contract year 3: 07/01/2017 06/30/2018 Contract year 4: 07/01/2018 06/30/2019 SECTION 2. SECTION 4 NOT TO EXCEED COMPENSATION is hereby amended increase the overall amount of not­to­exceed compensation by $100,000, to read in full as follows: DocuSign Envelope ID: F4DE0B9E-949D-42E6-BC5A-464716E10458 2 Revision July 20, 2016 The compensation to be paid to the CONSULTANT for performances of the fessional services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it is likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on­call contracts, of which this Agreement is one. The seven on­call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars (350,000.00) per contract year The applicable rates and schedule of payment are ­is attached to and made a part of this Agreement. Additional Services, if any, shall be authorized in accordance with and subject to the Additional Services performed without the prior written authorization of CITY. Additional Services shall mean any work that is determined by CITY to be necessary for the proper completion of the Project, but which is not included within the Scope SECTION 3. The following exhibits to the Agreement are hereby amended to read as set forth in the attachments to this Amendment, which are incorporated in full by this reference: a. Exhibit b. COMPENSATI SECTION 4. Except as herein modified, all other provisions of the Agreement, including any exhibits and subsequent amendments thereto, shall remain in full force and effect. IN WITNESS WHEREOF, the parties hereto have by their duly authorized representatives executed this Agreement on the date first above written. DocuSign Envelope ID: F4DE0B9E-949D-42E6-BC5A-464716E10458 3 Revision July 20, 2016 CITY OF PALO ALTO City Manager APPROVED AS TO FORM: City Attorney KHALID SALMAN A. MOHAMMED Name: Khalid Salman A. Mohammed Title: Individual. Sole Proprietor Attachments (If applicable): EXHIBIT "B": SCHEDULE OF PERFORMANCE EXHIBIT "C": COMPENSATION DocuSign Envelope ID: F4DE0B9E-949D-42E6-BC5A-464716E10458 4 Revision July 20, 2016 EXHIBIT B (AMENDED) SCHEDULE OF PERFORMANCE CONSULTANT shall perform services so as to complete each task order within the time specified below. CONSULTANT shall provide a detailed schedule of work consistent with the schedule upon the issuance of a task order within 1 week of receipt of the notice to proceed. Task Completion From NTP Continuous ON­Call Services June 30, 2019 DocuSign Envelope ID: F4DE0B9E-949D-42E6-BC5A-464716E10458 5 Revision July 20, 2016 (AMENDED) COMPENSATION The CITY agrees to compensate the CONSULTANT for professional services performed in accordance with the terms and conditions of this Agreement based on the hourly rate schedule attached as Exhibit C-1. The compensation to be paid to CONSULTANT for performance of the Services described in shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on-call contracts, of which this Agreement is one. The seven on-call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid per contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year. The applicable rates - nt. REIMBURSABLE EXPENSES The administrative, overhead, secretarial time or secretarial overtime, word processing, photocopying, in-house printing, insurance and other ordinary business expenses are included within the scope of payment for services and are not reimbursable expenses. CITY shall reimburse CONSULTANT for the following reimbursable expenses at cost. Expenses for which CONSULTANT shall be reimbursed are: None ADDITIONAL SERVICES The CONSULTANT shall provide additional services only by advanced, written authorization detailed written proposal including a description of the scope of services, schedule, level of sation, including reimbursable expenses, for such services based on the rates set forth in Exhibit C-1. The additional services scope, schedule and maximum compensation shall be negotiated and agreed to in writing by Payment for additional services is subject to all requirements and restrictions in this Agreement. DocuSign Envelope ID: F4DE0B9E-949D-42E6-BC5A-464716E10458 1 of 1 TO: HONORABLE CITY COUNCIL FROM: JONATHAN REICHENTAL, CHIEF INFORMATION OFFICER DATE: APRIL 24, 2017 SUBJECT: MAY 1, 2017 AGENDA ITEM NUMBER 4 - Approval of Seven Separate Contract Amendments With; Forsys Inc., Sierra Infosys, Inc., HPC Heck & Partner Consulting, Inc. dba: HPC America, Techlink Systems, Inc., Quintel-MC, Inc., DGN Technologies, Inc., and Khalid Salman Mohammed for SAP Professional Services in a Total Not-to-Exceed Amount of $350,000 Annually for all Seven Contracts The amended contract from one of the seven vendors was not yet signed by HPC America, C16161998 at the time this Agenda Item was prepared for the Council Packet. The Agreement was signed by HPC America on April 20, 2017. Find the signed signature page attached. _______________________ _______________________ Jonathan Reichental James Keene Chief Information Officer City Manager Information Technology Department 4 DocuSign Envelope ID: 250C8175-18E4-434E-B15C-7D811246AE35 1 Revision July 20, 2016 AMENDMENT NO. 1 TO CITY OF PALO ALTO CONTRACT NO. C16161998 AGREEMENT BETWEEN THE CITY OF PALO ALTO AND HPC HECK & PARTNER CONSULTING, INC., dba HPC AMERICA FOR PROFESSIONAL SERVICES “SAP PROFESSIONAL SERVICES APPLICATION MAINTENANCE SUPPORT” This Amendment No. 1 to Palo Alto Contract No. C16161998 (“Agreement”) is entered into on ________________, 2017, by and between the CITY OF PALO ALTO, a California chartered municipal corporation (“CITY”), and HPC HECK & PARTNER CONSULTING, INC., HPC AMERICA a California corporation authorized to do business in California, with offices located at 111 Deerwood Road, Suite 200, San Ramon, CA. 94583, Telephone 925-831-4765 (“CONSULTANT”). R E C I T AL S A. The Agreement was entered into between the parties on January 1, 2016, for the provision of professional SAP application maintenance support services. B. The parties now desire to extend the length of the Agreement by six months so that its term is consistent with the City’s fiscal year, and to provide for additional compensation. NOW, THEREFORE, in consideration of the covenants, terms, conditions, and provisions of this Amendment, the parties agree: SECTION 1. SECTION 2 of the Agreement, entitled, “TERM,” is hereby amended to extend the term by six months and to clarify the meaning of “contract year,” to read in full as follows: The term of this Agreement shall be from January 1, 2016 through June 30, 2019, unless terminated earlier pursuant to Section 19 of this Agreement. Each “contract year” of the Agreement shall be defined as follows: Contract year 1: 01/01/2016 – 12/31/2016 Contract year 2: 01/01/2017 – 06/30/2017 Contract year 3: 07/01/2017 – 06/30/2018 Contract year 4: 07/01/2018 – 06/30/2019 SECTION 2. SECTION 4 of the Agreement, entitled “NOT TO EXCEED COMPENSATION,” is hereby amended increase the overall amount of not-to-exceed compensation by $100,000, to read in full as follows: DocuSign Envelope ID: 0574C37F-F523-4CF2-8D1D-E4224D86BD63DocuSign Envelope ID: 250C8175-18E4-434E-B15C-7D811246AE35 2 Revision July 20, 2016 “The compensation to be paid to the CONSULTANT for performances of the Services described in Exhibit “A”, including both payment for professional services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it is likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on-call contracts, of which this Agreement is one. The seven on-call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars (350,000.00) per contract year.” The applicable rates and schedule of payment are set out at Exhibit “C-1”, entitled “HOURLY RATE SCHEDULE,” which is attached to and made a part of this Agreement. Additional Services, if any, shall be authorized in accordance with and subject to the provisions of Exhibit “C”. CONSULTANT shall not receive any compensation for Additional Services performed without the prior written authorization of CITY. Additional Services shall mean any work that is determined by CITY to be necessary for the proper completion of the Project, but which is not included within the Scope of Services described at Exhibit “A”. SECTION 3. The following exhibits to the Agreement are hereby amended to read as set forth in the attachments to this Amendment, which are incorporated in full by this reference: a. Exhibit “B” entitled “SCHEDULE OF PERFORMANCE” b. Exhibit “C” entitled “COMPENSATION” SECTION 4. Except as herein modified, all other provisions of the Agreement, including any exhibits and subsequent amendments thereto, shall remain in full force and effect. IN WITNESS WHEREOF, the parties hereto have by their duly authorized representatives executed this Agreement on the date first above written. DocuSign Envelope ID: 0574C37F-F523-4CF2-8D1D-E4224D86BD63DocuSign Envelope ID: 250C8175-18E4-434E-B15C-7D811246AE35 3 Revision July 20, 2016 CITY OF PALO ALTO City Manager APPROVED AS TO FORM: City Attorney or designee HPC HECK & PARTNER CONSULTING, INC., dba: HPC AMERICA Officer 1 By: Name: Jerry Cavalieri Title: CEO, HPC America Attachments (If applicable): EXHIBIT "B": SCHEDULE OF PERFORMANCE EXHIBIT "C": COMPENSATION DocuSign Envelope ID: 0574C37F-F523-4CF2-8D1D-E4224D86BD63DocuSign Envelope ID: 250C8175-18E4-434E-B15C-7D811246AE35 4 Revision July 20, 2016 EXHIBIT B (AMENDED) SCHEDULE OF PERFORMANCE CONSULTANT shall perform services so as to complete each task order within the time specified below. CONSULTANT shall provide a detailed schedule of work consistent with the schedule upon the issuance of a task order within 1 week of receipt of the notice to proceed. Task Completion From NTP Continuous ON-Call Services June 30, 2019 EXHIBIT “C” (AMENDED) DocuSign Envelope ID: 0574C37F-F523-4CF2-8D1D-E4224D86BD63DocuSign Envelope ID: 250C8175-18E4-434E-B15C-7D811246AE35 5 Revision July 20, 2016 COMPENSATION The CITY agrees to compensate the CONSULTANT for professional services performed in accordance with the terms and conditions of this Agreement based on the hourly rate schedule attached as Exhibit C-1. The compensation to be paid to CONSULTANT for performance of the Services described in Exhibit “A”, including both payment for professional services and reimbursable expenses, shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year; provided, however, CONSULTANT acknowledges that the compensation paid to it likely will be less than $350,000 per contract year, as CITY has appropriated that amount to payments to be made under seven on-call contracts, of which this Agreement is one. The seven on-call contracts shall be administered by the Information Technology Department to ensure the total aggregate of compensation paid per contract year for these professional SAP application maintenance support services will not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) annually. In the event Additional Services are authorized, the total compensation for Services, Additional Services and reimbursable expenses shall not exceed Three Hundred Fifty Thousand Dollars ($350,000.00) per contract year. The applicable rates and schedule of payment are set out at Exhibit “C-1”, entitled “HOURLY RATE SCHEDULE,” which is attached to and made a part of this Agreement. REIMBURSABLE EXPENSES The administrative, overhead, secretarial time or secretarial overtime, word processing, photocopying, in-house printing, insurance and other ordinary business expenses are included within the scope of payment for services and are not reimbursable expenses. CITY shall reimburse CONSULTANT for the following reimbursable expenses at cost. Expenses for which CONSULTANT shall be reimbursed are: None ADDITIONAL SERVICES The CONSULTANT shall provide additional services only by advanced, written authorization from the CITY. The CONSULTANT, at the CITY’s project manager’s request, shall submit a detailed written proposal including a description of the scope of services, schedule, level of effort, and CONSULTANT’s proposed maximum compensation, including reimbursable expenses, for such services based on the rates set forth in Exhibit C-1. The additional services scope, schedule and maximum compensation shall be negotiated and agreed to in writing by the CITY’s Project Manager and CONSULTANT prior to commencement of the services. Payment for additional services is subject to all requirements and restrictions in this Agreement. DocuSign Envelope ID: 0574C37F-F523-4CF2-8D1D-E4224D86BD63DocuSign Envelope ID: 250C8175-18E4-434E-B15C-7D811246AE35 City of Palo Alto (ID # 7748) City Council Staff Report Report Type: Consent Calendar Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: Approval of Supplement No. 1 to the NCPA JPA Adding the City of Shasta Lake Title: Approval of Supplement Number 1 to Amended and Restated Northern California Power Agency (NCPA) Joint Powers Agreement to add City of Shasta Lake as a NCPA Member From: City Manager Lead Department: Utilities Recommendation Staff recommends that the City Council approve Supplement No. 1 to the Amended and Restated Northern California Power Agency Joint Powers Agreement Adding City of Shasta Lake as a Party (“Supplement No. 1 to the JPA”), to allow the City of Shasta Lake to join NCPA as a member. Supplement No. 1 is included with this Staff Report as Attachment A. Background The Northern California Power Agency (NCPA) was established in 1968 through a Joint Powers Agreement (JPA) for the purpose of financing and developing electric generation facilities on behalf of its members. The City of Palo Alto is one of twelve founding members along with the Cities of Alameda, Biggs, Gridley, Healdsburg, Lodi, Lompoc, Redding, Roseville, Santa Clara and Ukiah, and the Plumas-Sierra Rural Electric Cooperative. Since first founded, NCPA has expanded services to include power management, scheduling coordination, billing and settlements, and legislative and regulatory compliance, monitoring and advocacy. NCPA has also expanded its membership since its establishment to add Bay Area Rapid Transit (BART), Port of Oakland, Truckee Donner Irrigation District and Turlock Irrigation District. The City of Shasta Lake (Shasta Lake) desires to become an NCPA member and party to the JPA so that it may receive the benefits of joint action, including services under NCPA’s Legislative and Regulatory Affairs (L&R) program and possibly power management services in the future. In order for Shasta Lake to become a member, the JPA must be amended and all members’ governing boards must approve the addition of Shasta Lake by executing Supplement No. 1 to the JPA. City of Palo Alto Page 2 Addition of Shasta Lake as a new member is consistent with the recent NCPA 2016-2021 Strategic Plan (Attachment B) which seeks to reduce costs borne by its members by increasing revenues through the addition of new members and/or providing services to new entities. NCPA’s operating costs are heavily focused on administrative overhead and physical resources (e.g., information and technology systems), which are, for the most part, fixed. The NCPA Strategic Plan calls for the agency to: “Maintain financial strength, grow new revenue and/or reduce member costs by exploring new members/participants and expansion of current services”. To this end, NCPA has successfully sought out opportunities to bring in new revenue sources through service agreements for power management-related services and through solicitations for new members. In 2008, the NCPA JPA was amended and restated to, among other things, revise membership status at NCPA. Prior to the amendment, NCPA had two levels of membership - full and associate members. An associate member could participate in all programs at NCPA, however had limited voting rights, liabilities and obligations. Under the amended and restated JPA all members have the same rights, powers, privileges, immunities, duties, and obligations. Without the ability to add associate members, careful consideration around the risks and benefits associated with adding new members is warranted. As such, in February 2016, the NCPA Commission approved a New Member Policy and Guidelines for Obtaining Membership (“New Member Policy”, provided as Attachment C). In April 2016, Shasta Lake submitted an application to become an NCPA member and party to the JPA. After reviewing Shasta Lake’s application, NCPA concluded that Shasta Lake met the criteria established in the New Member Policy and recommended that the NCPA Commission approve Shasta Lake’s application at its June 23, 2016 meeting (NCPA Staff Report included as Attachment D). The majority of members present at the meeting voted in support of adding Shasta Lake (7 members in favor, 1 member opposed and 6 absent). Palo Alto cast the opposing vote. At this point, all other NCPA members except Palo Alto have approved addition of the City of Shasta Lake to the NCPA JPA. Discussion If added as a member, the City of Shasta Lake will bring moderate benefits and potentially some strategic value to the agency and its membership. Its annual contribution towards NCPA’s budget is expected to be approximately $129,000—representing approximately three percent of NCPA’s fiscal year (FY) 2017 budget. Approximately $29,000 will go towards NCPA’s JPA fee and the remaining will go towards funding the L&R program. All members are required to participate in the L&R program and as signatories to the JPA have the same rights to vote on all matters pertaining to the program(s) for which they are a participant and on general NCPA matters. Additionally, NCPA feels that adding Shasta Lake as a member may strengthen NCPA’s ability to gain support from Shasta Lake’s state and federal representatives in matters related to energy policy. Although adding Shasta Lake is represented by the same legislators as the City of Redding, NCPA’s view is that adding additional constituents may improve existing relationships. City of Palo Alto Page 3 Initially, Shasta Lake intends to only participate in NCPA’s L&R program, since it currently receives power management services from the City of Redding; however, Shasta Lake is exploring receiving power management services from NCPA. Power management and related services are one of NCPA’s core competencies and represent much of NCPA’s fixed costs. At the September 2016 NCPA Commission meeting, the Commission adopted a set of assumptions to be used to develop a cost allocation for Shasta Lake should they decide to receive power management services as well. Based on the set of assumptions, Shasta Lake’s contribution could be about $343,000 per year or 3 percent of NCPA’s FY 2017 Power Management budget. In casting its vote in opposition to Shasta Lake membership before the NCPA Commission, Palo Alto raised a number of concerns with NCPA, including adequacy of the case made for adding Shasta Lake as a member under the terms of the New Member Policy and the impact of additional members on overall governance of the agency. NCPA has since identified incremental improvements that address some of these concerns. NCPA staff did additional work to provide Palo Alto with more information to better demonstrate alignment between the principles set forth in the NCPA-approved New Member Policy and a potential Shasta Lake membership. Most recently, at its March 2017 meeting the NCPA Commission also expanded its Executive Committee membership. Broader membership on the NCPA Executive Committee is expected to provide an additional avenue to reinforce transparency and representation in decision-making. Resource Impact NCPA does not anticipate the need for additional resources and/or staff as a result of providing services to Shasta Lake and therefore the addition of Shasta Lake will not adversely impact NCPA’s budget or Palo Alto’s portion. NCPA’s overall FY 17 budget is $329 million which includes an L&R program and Power Management budget of $3.9 million and $11.1 million, respectively. Palo Alto’s share of the L&R program budget is $0.5 million. Should Shasta Lake become a member, it would pay $100,000 toward the FY 2017 L&R budget plus $28,864 toward the JPA fee. As a result, current NCPA members would see about a 2 percent decrease in their L&R program fees, or $14,646 for Palo Alto. Should Shasta Lake decide to receive power management services from NCPA, Palo Alto can expect to see a decrease in its contribution towards power management of 2 percent or approximately $34,000 based on NCPA’s FY 17 budget. Policy Implications Approval of Supplement No. 1 to the JPA does not create new policy and is consistent with the Utilities Strategic Plan’s focus to manage cost. Palo Alto remains concerned about the impact NCPA member additions may have on JPA governance and projects. City staff expects to review this issue carefully with respect to any future memberships proposed for NCPA. Environmental Review City of Palo Alto Page 4 Approval of Supplement No. 1 to the JPA to add Shasta Lake as an NCPA member would not result in a direct or reasonably foreseeable indirect change in the physical environment and is therefore not a “project” for purposes of Section 21065 the California Environmental Quality Act. No environmental review is necessary. Attachments:  Attachment A - Supplement No. 1 to Amended and Restated NCPA JPA Adding City of Shasta Lake as a Party  Attachment B - NCPA Strategic Plan  Attachment C - NCPA New Member Policy Staff Report  Attachment D - NCPA Commission Staff Report (061716) ATTACHMENT A ATTACHMENT B 2 04/21/2016 EXECUTIVE SUMMARY The rate of change in the utility sector is increasing, bringing significant changes to the process and technology and providing options that did not exist just a few years ago. Electric energy continues to fuel our communities and that has not changed, but how it is delivered and how it is used is causing new challenges and opportunities for NCPA and its Members. Underlying the pace of change are numerous environmental goals. NCPA intends to use it skills and resources to effectively assist our Members in addressing the challenges and taking advantage of the opportunities. The Strategic Plan highlights the current and future needs of the Agency and the Members and guides the staff in prioritizing our resources. While all the changes to the utility sector prior to 2021 are unknown, NCPA has examined the California landscape and tried to meet with each of the Members to frame the opportunities and challenges ahead. We have reviewed our resources and assets to better understand our strengths and areas of possible growth. We have established a framework to leverage our ability to provide Member support by partnering with Southern California Public Power Association (SCPPA). Together, the strategic initiatives have been developed to address the important industry priorities and to help NCPA deliver a cleaner energy future to our Members. Recent adoption of Senate Bill 350 by California dramatically changed the utility parameters for NCPA Members, and we think adding the title “Delivering a Cleaner Energy Future” represents the strong role of the strategic plan in supporting the Member requirements. The Strategic Plan has several strategic initiatives that integrated together provide the roadmap. The plan will be evaluated on an annual basis and necessary changes will be brought to the Commission for consideration. Some milestones have been developed relative to each initiative and some which are longer term will need further work before implementing. NCPA is a creative and dedicated Agency that has produced Member benefits and advanced public power in California. Opportunities exist for expansion, efficiency, more aggregation, and greater support for the efforts of our Members and public power. Together, we can deliver a cleaner energy future. UNDERSTANDINGS Achieving the strategies and goals in this plan requires a clear set of governance rules and agreements before the agency can embark on allowing new members and forming a new services entity, and contain or reduce costs for members by generating new revenue. In recognition of this need, staff recommended and the membership unanimously approved modifications to Agency governance agreements (Facilities Agreement, Pooling Agreement, Schedule Coordination Program Agreement and a newly created Power Management and Administrative Services Program Agreement). Further, the membership unanimously approved the structure under which new services and/or new business structures would be adopted as described below: 3 04/21/2016 x Agreement modifications resulted in agreements that are: o Asset based. o Acknowledge obligations of the Agency to the asset owners and the asset owners to the Agency and each other. o Mandatory for services required by the third phase agreements, and provided by the Agency, unless appropriate alternative arrangements have been secured by the asset owner. o Provide for two (2) year termination and/or withdrawal requirements to align with the Joint Power Agreement (JPA) termination provisions. o Reflective of an equity based business model structure- ƒ Only JPA signatories have equity in the Agency, ƒ Only JPA signatories can vote, and ƒ Asset owning JPA signatories have full obligation(s) for Agency costs assumed through execution of governance agreements. o Incorporate sound business practices and risk management processes. x New Services and/or new business structures will be adopted pursuant to: o Approvals of JPA signatories (equity members) for the Agency to engage in the pursuit. o Agreement of JPA signatories (equity members) to fund efforts pursued by the Agency and to share in revenues derived. o Agreements with the service recipients that incorporate sound business practices and risk management processes. o Agreement of JPA signatories (equity members) that they are responsible for current “core” Agency costs (e.g., L&R, Power Management, A&G) on a “cost of service” ownership basis, and ineligible to transition to a “market price” cost allocation basis that may be offered to “non – members” in the future- ƒ Agreement of JPA signatories (equity members) that they are eligible for any new services that might be developed above and beyond NCPA’s current “core” services (e.g., retail services) based on cost allocation and contract terms to be developed in the future. MISSION To provide our Members cost effective wholesale power, delivery support, energy-related services, and advocacy on behalf of public power consumers through joint action. VISION To be the premier provider of energy services to public entities. 4 04/21/2016 STRATEGIES and GOALS x Protect, prepare, utilize and build on the strengths and unique aspects of JPA structure to benefit NCPA’s Members. o Goal: Partner with Members to expand the value and knowledge of public power utilities in their communities, o Goal: Develop and implement Commission and Executive Committee governance best practices (12/2016) GM/Commissioners, o Goal: Review committee process, number, function, effectiveness, and structure then report findings to Commission (12/2016) GM/AGMs, o Goal: Use new technology to share information and communicate with members (Extranet) (12/2016) Administrative Services, o Fully implement Shared Services Arrangements with SCPPA (06/2016) GM/AGMs, o Fully implement Support Services Agreement with Members and develop processes and systems necessary to support Members (12/2016) GM/AGMs, o Goal: Assist members with Smart Grid implementations (12/2019) Administrative Services, and o Expand support of NCPA’s Internship Program (06/2016) HR. x Maintain position as a credible, solution-oriented coalition builder and leader in state and federal legislative and regulatory policy arenas. o Goal: Protect NCPA Members from the imposition of disproportionate charges under the Central Valley Project Improvement Act (CVPIA) (12/2016) L&R, o Goal: Influence development of climate policies at CARB to prevent negative impacts on NCPA and its Members (Scoping Plan Update, State Implementation Plan and cap-and- trade amendments) (12/2016) L&R, o Goal: Shape development of forthcoming agency regulations related to SB 350’s Renewables Portfolio Standard, Integrated Resource Plan, and energy efficiency provisions to protect local decision making (12/2016) L&R, o Goal: Advance hydropower relicensing reform to promote a timely and cost-effective process (12/2016) L&R, o Goal: Provide public power leadership in CAISO efforts to regionalization and expansion of the Energy Imbalance Market, o Goal: Support the legislative and regulatory needs of the Agency assets to minimize cost impacts related to operations and capital improvements, o Goal: Minimize imposition of new mandates on NCPA Members (12/2016) L&R, o Goal: Preserve tax-exempt financing for NCPA and its Members (12/2016) L&R, o Goal: Streamline regulatory reporting requirements (12/2016) L&R, o Goal: Secure funding for needed energy industry workforce development programs (12/2017) L&R, 5 04/21/2016 o Goal: Build awareness among policymakers regarding the impacts of wildfires on generation facilities, and advocate for additional funding for fire prevention and suppression to protect these facilities (12/2017) L&R, and o Goal: Expand the FERC engagement activities in preparation of greater jurisdiction related to expansion of a regional market. x Attract, develop and retain professional, high quality staff and governance. o Goal: Complete a benchmark survey of unrepresented staff compensation (06/2016) HR, o Goal: Implement comprehensive workforce plan, including succession planning for key positions (12/2016) HR/GM/AGMs, o Goal: Leverage technologies to automate processes, enable employee more self- service support and enhance workforce development programs (12/2017) HR/L&R/AGMs, o Goal: Develop and implement cost effective NCPA and Member training programs in support of NCPA’s workforce plan and member needs, partner with other entities such as SCPPA to reduce costs, (12/2016) HR, o Goal: Develop Executive Leadership Program for NCPA and its Members (06/2016) HR o Goal: Expand support of NCPA’s Internship Program (06/2016) HR, o Goal: Develop templates and tools for knowledge transfer (06/2017) HR, and o Goal: Enhance the Commissioner training and seek more direct Commissioner involvement on critical issues (12/2016) GM/AGMs. x Develop and maintain diverse generation resource portfolio in accordance with renewable portfolio standard and capacity obligations. o Goal: Safely operate plants with no injuries, o Goal: Operate existing assets within budget and plant metrics in the top quartile (12/2016) Generation Services, o Goal: Review member needs and develop generation growth plan and pursue new projects in accordance with the plan (e.g., renewable projects or LEC2 for Members and possibly non-members) (12/2016) Generation Services, and o Goal: Develop member (MPP centered) specific procurement plans based on Members’ SB 350 obligations (12/2016) Power Mgmt. x Develop/maintain strategies to control costs and minimize risks while maximizing the value of assets. o Goal: Bring internal policies and procedures up-to-date (12/2016) Admin Services/Power Mgmt/GM/Generation Services, o Goal: Ensure culture of compliance through annual training, regular communications with staff, periodic mock audits, and ensure all laws and regulations are adhered to (e.g., No NOVs, no fines, etc.), (on-going) GM/Generation Services, 6 04/21/2016 o Goal: Coordinate MSSA signatories’ efforts within all CAISO stakeholder processes to minimize size, scope and impact on members and projects (12/2016) Power Mgmt, o Goal: Develop methods to obtain member utility financial model data for those members who would like enhanced assistance with wholesale procurement. (MPP/GPP participants) (12/2016) Power Mgmt, and o Goal: Expand the efforts related to electric grid security and preparedness. x Maintain financial strength, grow new revenue and/or reduce member costs by exploring new members/participants and expansion of current services. o Goal: Develop proposed criteria/attributes associated with pursuit and acceptance of new members/participants (03/2016) GM/Power Mgmt, o Goal: Explore opportunities to develop new generation projects for non-members (on- going) GM/Generation Services, o Goal: Explore/research development of new NCPA services entity to develop economies of scale necessary to compete in increasingly complex business environment (on-going) GM, o Goal: Explore business model changes and prepare business plan(s) to deliver additional services to non-members/participants and non-traditional services to Members (on- going) GM/AGMs, o Goal: Proactively provide services and support to members related to compliance and emergency preparedness (12/2016) Compliance Manager, o Goal: Leverage IT knowledge and skills to assist Members with technology support (12/2017) AGMs, and o Goal: Review actuarial analysis and develop financial plans to resolve unfunded liabilities associated with employee pension and retiree healthcare (06/2016) GM/AGMs. x Help articulate and promote the value of NCPA and public power utilities to member communities. o Develop more turn-key communications that could be used by Members, o Goal: Senior management will conduct NCPA road show as appropriate to promote the value of member utilities and NCPA (on-going) GM/AGMs, and o Goal: Obtain Member feedback on value of NCPA services and desired services (on- going) GM. 7 04/21/2016 DEFINITIONS 1. MEMBER: Signatory to the NCPA Joint Powers Agreement. 2. PARTICIPANT: Non-members who participate in the Lodi Energy Center. 3. NON-MEMBER: Public entities in the western United States who participate in NCPA’s projects/services and are not signatory to the Joint Powers Agreement. CONCLUSION The electric industry in California is in transition. NCPA will address the challenges and complexity of today’s rapidly changing business environment while fulfilling its commitment to deliver clean, reliable, cost-based energy to its Members and participants. The Strategic Plan will help chart our course for 2016-2021. Goals for the first two (2) years of the plan have been included in this document. However, the plan will be reviewed and updated annually. ATTACHMENT C ATTACHMENT D City of Palo Alto (ID # 7849) City Council Staff Report Report Type: Consent Calendar Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: Amend Master License Agreement & Exhibits with Astound Broadband, LLC dba Wave Title: Approval and Authorization for the City Manager to Execute a Master License Agreement for use of City-Controlled Space on Utility Poles and Streetlight Poles and in Conduits With Astound Broadband, LLC, DBA Wave for a Combined Initial and Potential Extension Term of 20 Years From: City Manager Lead Department: Utilities Recommendation Staff recommends that Council: 1. Approve a Master License Agreement (“MLA”) with Astound Broadband, LLC, dba Wave (Attachment A), for a combined initial term and potential extension term of 20 years to allow Wave to access and use City-controlled spaces on utility poles, streetlight poles and in conduits for the purpose of providing communication services; and 2. Delegate to the City Manager or his designee the authority to execute on behalf of the City any documents necessary to administer the MLA that are consistent with the Palo Alto Municipal Code and City Council approved policies, including execution of individual Supplements substantially in the form of Exhibit “B”, and non-substantive modifications to the MLA that may be required and approved by the City Attorney’s office.. The approval of the MLA does not authorize any specific installation of facilities by Astound Broadband, LLC, dba Wave (“Wave”). Instead, the MLA sets forth the general terms and conditions applicable to such future installations and establishes the process and requirements that the City and Wave will follow, including filing an application (Exhibit “G”), executing a Supplement memorializing specific facility requirements and terms (Exhibit “B”), and complying with Palo Alto Municipal Code requirements set forth in Title 12 (Public Works and Utilities) and Title 18 (Zoning), should Wave elect to pursue an installation or modification of telecommunications equipment on City utility poles, streetlight poles or in conduit. Background City of Palo Alto Page 2 Generally, under federal law, and subject to certain conditions protecting the City’s public rights-of-way management and compensation authority and land use authority, the City cannot prohibit wireline and wireless communication facilities from gaining access to the public rights- of-way and utilities infrastructure located therein. Federal and California law encourages, if not requires, the City to allow wireline and wireless communication facilities to access and use the utilities infrastructure located in public rights-of-way. The City can, however, establish reasonable rates, terms and conditions of access to utilities infrastructure in the public rights- of-way, including adopting rules and regulations relating to time, place and manner of attachment to that infrastructure. The City developed a standard MLA to address the interest of wired and wireless communication service providers accessing and using City of Palo Alto-controlled spaces on utility poles and streetlight poles and in conduits. On July 25, 2011, Council adopted Resolution No. 9193 approving the standard MLA and associated Exhibits, for third party access to and use of City-controlled spaces on utility poles and streetlight poles and in conduits for the purpose of providing wired and wireless communications facilities in the City of Palo Alto (Council Staff Report ID # 1756): http://www.cityofpaloalto.org/civicax/filebank/documents/28100In approving a standard MLA, Council authorized the City Manager to execute such standard agreements. On June 27, 2016, Council approved a modified version of the MLA and associated Exhibits with GTE Mobilnet of California Limited Partnership, dba Verizon Wireless (“Verizon”) (Staff Report ID # 7053): http://www.cityofpaloalto.org/civicax/filebank/documents/52893 The City and Wave have agreed to language modifications to the City’s 2011 approved template, including (1) the modifications afforded to Verizon in the 2016 approval of the Verizon MLA; and (2) a change to “Section 3.5 - Authorized Services” both of which are the reason staff is returning to Council for approval. Since approval of the standard MLA in 2011, the City has executed standard MLA agreements with Extenet, NextG Networks (now Crown Castle), and AT&T Mobility. Under an executed MLA, AT&T Mobility has installed seventy five (75) distributed antenna systems (DAS) on City- controlled space on utility poles throughout the City, and has plans to install sixteen (16) small cell sites on City streetlight poles. Crown Castle has installed small cell antennas on City-owned streetlight poles at nineteen (19) sites in the downtown area for Verizon Wireless and has plans to install an additional sixteen (16) sites for Verizon in the next year. Additionally, staff is also working directly with Verizon Wireless representatives to install 92 small cell sites on utility poles and streetlight poles throughout Palo Alto. All of these new projects will be applied for, reviewed and processed in accordance with terms of this MLA and applicable sections of the Palo Alto Municipal Code. In addition to the MLA, wireless communication and other telecommunications facilities are subject to the requirements of the Palo Alto Municipal Code. For instance, Verizon must still apply for permits with the Planning and Public Works departments and comply with Title 12 and Title 18 of the Palo Alto Municipal Code. City of Palo Alto Page 3 Potential Wave Project Wave will work within the City’s public rights-of-way. Wave has been awarded a contract to provide fiber backhaul services to a small cell site located in Portola Valley, which the company expects may require it to work within the City’s public rights-of-way. In order to connect to the small cell site in Portola Valley, Wave anticipates it will need to attach fiber-optic cables to utility poles, place anchors and down guys on the poles, and complete underground bore and trenching work as required to connect the sites. The company expects the work to extend through a portion of the City’s rights-of-way along Arastradero Road between Alpine Road and Page Mill Road. According to Wave, the objective for the project is to establish a viable fiber pathway utilizing existing utility poles and new underground construction between the small cell site in Portola Valley and the carrier hub located in Los Altos Hills. Wave anticipates the work within the City’s rights-of-way includes attaching to approximately thirty (30) utility poles and boring approximately 2,000 feet of new conduit and placing utility vaults as needed. As noted above, Wave must still apply for permits for any project with the Planning and Public Works departments and comply with Title 12 and Title 18 of the Municipal Code. The approval of the MLA does not authorize any specific installation of facilities, it only sets forth the general terms and conditions applicable to such future installations and establishes the process and requirements that the City and Wave will follow, including filing an application (Exhibit “G”), executing a Supplement memorializing specific facility requirements and terms (Exhibit “B”), and complying with Palo Alto Municipal Code requirements set forth in Title 12 (Public Works and Utilities) and Title 18 (Zoning), should Wave elect to pursue an installation or modification of telecommunications equipment on City utility poles, streetlight poles or in conduit. Discussion As noted above, the MLA sets the essential terms and conditions governing the deployment of wireless antennas and enables current and new service providers to address coverage and capacity issues related to high-speed mobile broadband service in Palo Alto. Deployment is managed in a manner that allows the Utilities Department’s infrastructure to be used for advanced broadband communication purposes, without materially affecting the City’s provision of electric utility service to the community, and in a manner consistent with applicable City ordinances, rules and regulations. Wave has agreed to the updated MLA with provisions identical to those the City signed with Verizon, with the exception of requesting a modification to Section 3.5 (“Authorized Services”). Wave requested the modification because of the specific services they provide. The City Attorney’s office reviewed Wave’s proposed changes, and proposed alternative language, which Wave agreed to accept. Timeline As noted above, staff has been working with the wireless carriers and companies that build wireless communications facilities for the carriers (e.g. Crown Castle) over the next several City of Palo Alto Page 4 years as they continue to upgrade their networks to improve coverage and capacity. Resource Impact The MLA represents an increased work load for Utilities. As required by law, staff will review and administer the installation, inspection and billing associated with these wireless communication facilities as additional work priority. The annual License Fees for DAS and small cell attachments to be charged are contingent on the number of antennas that are attached by wireless communications service providers. Policy Implications These recommendations are consistent with the Telecommunications Policy adopted by the Council in 1997, to facilitate the competitive delivery of advanced telecommunications services in Palo Alto in an environmentally sound manner (Reference CMR: 369:97). Environmental Review The California Environmental Quality Act (“CEQA”) does not apply to the Council’s approval of the MLA and Exhibits, because approval of these documents does not constitute a “project” for purposes of CEQA review. In the case of a third party applying to undertake certain action under the MLA, whether or not CEQA applies will be determined by Staff on a case-by-case basis with respect to each application, based on location, supporting structure, and other factors. Attachments:  Attachment A - Astound Broadband, LLC dba Wave MLA Agreement    Contract No. MASTER LICENSE AGREEMENT FOR USE OF CITY-CONTROLLED SPACE ON UTILITY POLES AND STREETLIGHT POLES AND IN CONDUITS BETWEEN THE CITY OF PALO ALTO AND ASTOUND BROADBAND, LLC DBA WAVE DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F     Contract No. TABLE OF CONTENTS Section Description Page 1.0 DEFINITIONS ........................................................................................................... 3 2.0 TERMS AND TERMINATION ........................................................................ 7 3.0 GRANT AND SCOPE OF LICENSE ............................................................... 8 4.0 OTHER RIGHTS AND OBLIGATIONS OF LICENSEE ............................... 12 5.0 APPLICATION FOR ACCESS ....................................................................... 14 6.0 COSTS AND FEES ............................................................................................ 17 7.0 CONSTRUCTION AND INSTALLATION OF THE LICENSEE FACILITIES............................................................................................................... 19 8.0 MOVING THE LICENSEE FACILITIES ........................................................ 21 9.0 INSPECTION OF THE LICENSEE FACILITIES ........................................... 21 10.0 UNAUTHORIZED ATTACHMENT OR OCCUPANCY ............................... 22 11.0 INSTALLATION AND REPLACEMENT OF THE LICENSEE FACILITIES............................................................................................................... 23 12.0 INDEMNITY; WAIVER; RISK OF LOSS ....................................................... 25 13.0 INSURANCE ............................................................................................................. 26 14.0 PERFORMANCE BOND; LETTER OF CREDIT ........................................... 27 15.0 REPRESENTATIONS AND WARRANTIES ................................................. 28 16.0 DEFAULT; REMEDIES FOR DEFAULT ....................................................... 29 17.0 DISPUTE RESOLUTION ................................................................................. 30 18.0 NOTICES ........................................................................................................... 31 19.1 MISCELLANEOUS PROVISIONS .................................................................. 32 DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 1     MASTER LICENSE AGREEMENT FOR USE OF CITY-CONTROLLED SPACE ON UTILITY POLES, STREETLIGHT POLES AND IN CONDUITS BETWEEN THE CITY OF PALO ALTO AND ASTOUND BROADBAND, LLC, DBA WAVE THIS MASTER LICENSE AGREEMENT (the “Agreement”), dated as of , (the “Effective Date”), is entered into by and between the CITY OF PALO ALTO, a California chartered municipal corporation (the “City”), and ASTOUND BROADBAND, LLC, DBA WAVE (the “Licensee”) (individually, a “Party” and, collectively, the “Parties”), in reference to the following facts and circumstances: RECITALS 1. The City represents that it owns (or co-owns with Pacific Bell Telephone Company dba AT&T California or Pacific Gas and Electric Company, or both) or controls, operates and maintains certain Utility Poles and Streetlight Poles located within its jurisdictional boundary. The City also represents that it owns, controls, operates and maintains certain ducts and conduits located within its jurisdictional boundary. 2. The Licensee represents that it is either (a) a personal wireless service provider authorized, certificated or licensed by the FCC or other agency, (b) an operator of a distributed antenna system network authorized, certificated or licensed by the FCC, the CPUC or other agency, (c) a wireline provider of Telecommunications Service authorized, certificated or licensed by the CPUC, or (d) a provider of Multichannel Video Services which is franchised by the CPUC or other agency. 3. The Licensee represents that it is authorized to provide Communications Service, is otherwise qualified to do business in California, and has obtained all necessary authorizations, certifications or licenses from the FCC, the CPUC or other agency. A copy of the Licensee’s CPCN or WIRN, if applicable, is attached hereto as Exhibit “A.” 4. The Licensee desires access to and use of the City-controlled spaces on certain Poles and/or in certain Conduits in order to attach and/or install its wireline and/or wireless communications facilities and equipment for the purpose of providing Communications Service in Palo Alto as described in the applicable Supplement. The Licensee Facilities, which will be attached to certain Poles and/or installed in certain Conduits, will be identified in Exhibit “1” to each Supplement. 5. Subject to the terms and conditions of this Agreement and further subject to the City’s good faith determination that the Licensee Facilities will not unreasonably interfere with the City’s duty to serve its municipal utility customers (including, without limitation, its electric, natural gas, dark fiber optics and water utility DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 2     customers) or will not adversely affect the City’s obligation to otherwise provide for and protect the public health, safety and general welfare, the City is willing to grant to the Licensee a non-exclusive license to attach and/or install the Licensee Facilities on certain Poles and/or in certain Conduits, subject to conditions and limitations that the City may impose from time to time as permitted at Law and in this Agreement. NOW, THEREFORE, in consideration of the Recitals and the following agreements, covenants, and obligations, the value and sufficiency of which are acknowledged, the Parties mutually agree: AGREEMENT 1.0 DEFINITIONS Except as the context otherwise requires, the capitalized terms used in this Agreement shall have the meanings noted in this Article 1.0. “Additional Costs and Fees” has the meaning set forth in Exhibit “C”. “Annual Costs and Fees” has the meaning set forth in Exhibit “C”. “Applicant” means any Person who requests the approval and authorization of the City to access, use and occupy any City-controlled space on Poles and/or in Conduits. “Application” means the application to access and use Poles and/or Conduits, as set forth in the Processing Request Application, Exhibit “G,” referred to in Section 5.1. The term does not extend to an application for a permit that is required by Title 12 or Title 18 of the Palo Alto Municipal Code, with which the Licensee shall comply. “Available” means, when used in the context of Conduit Occupancy or Pole Attachment, any usable space on a Pole or in a Conduit that is not otherwise occupied by the City, a joint owner of a Pole and/or an existing licensee at the time an Application is submitted and is available for use by the Licensee. “Business Day” means any Day, except a Saturday, Sunday, and any Day observed as a legal holiday by the City. “City Facilities” mean the Poles, Conduits and any other City and/or CPAU facilities that are exclusively controlled by the City. “City Manager” means the individual designated as the City Manager of the City by Palo Alto Municipal Code section 2.08.140, and any individual who is designated the representative of the City Manager. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 3     “Communications Service” means a Telecommunications Service, Multichannel Video Service, Information Service, or any other service involving the transport or transmission of information electronically by wire or radio. “Conduit” means any metal, plastic or like-material duct or pipe that is wholly- owned and/or exclusively controlled by the City. Conduit. “Conduit Occupancy” means any attachment and/or installation in “Costs and Fees” means the utility rates, fees and charges actually incurred by the City to perform the Preparatory Work and the Make-Ready Work at the Licensee’s request, including, without limitation, (a) the actual rates, fees and charges or other expenditures to be incurred or incurred by the City and/or any general contractor or subcontractor acting on behalf of the City to perform the Make-Ready Work, and (b) if the City’s employees perform the Make-Ready Work, the work performed at their labor rates. Costs and Fees also includes any fee, assessment, charge (other than Costs), imposition, or other levy (but excluding a franchise fee and any tax, including the telephone utility users tax, now or hereafter in effect), lawfully imposed by the City. “CPAU” means the City’s Department of Utilities, including, without limitation, the City’s electric utility, fiber optics utility, gas utility and water utility. “CPCN” means the certificate of public convenience and necessity, issued by the CPUC to the Licensee. agency. “CPUC” means the California Public Utilities Commission or successor “Day” means a calendar day, unless a Business Day is specified. “Director” means the Public Works Director, the Utilities Director, the Planning Director or any other Person who exercises the responsibilities of the director of any City department, identified in Chapter 2.08 of the Palo Alto Municipal Code. Agreement. “Effective Date” has the meaning set forth in the Preamble to the agency. “FCC” means the Federal Communications Commission or successor “Force Majeure” means an incident, event or cause, whether or not foreseeable, that is beyond the reasonable control of a Party, including, without limitation, an act of God, act of a superior governmental authority, earthquake, fire, flood, labor strike DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 4     or sabotage, which has an adverse effect on the design, construction, installation, management, operation, testing, use or enjoyment of the Facilities. “Information Service” means “information service,” as defined in 47 U.S.C. §153(25). “C”. “Initial/One-Time Costs and Fees” has the meaning set forth in Exhibit “Law” means any applicable administrative or judicial act, decision, certificate, charter, code, constitution, opinion, order, ordinance, policy, procedure, rate, regulation, resolution, rule, schedule, specification, statute, tariff, or other requirement of the City, of any county, state or federal agency, or of any other agency having joint or separate jurisdiction over the Licensee or the City, or both, and their separate facilities, now or hereafter in effect during the term of this Agreement, including, without limitation, any regulation or order of an official entity or body. “Letter of Credit” means an irrevocable standby letter of credit issued by a U.S. bank or other financial institution, which has an issuer or other creditworthiness rating of at least “A” by Standard & Poor’s and an “A2” by Moody’s Investor Services. “Licensee Facilities” means, without limitation, aerial, surface or underground wires, amplifiers, antennas, boxes, cabinets, cables (including fiber optic and coaxial cables), circuits, conduits, conductors, converters, copper wires, decoders, demodulators, drop wires, ducts, electronics, encoders, equipment, generators, hubs, inner-ducts, lasers, manholes, microwave, modulators, multiplexers, networks, nodes, optical fibers, optical repeaters, patch panels, processors, receivers, splice boxes, switches, tap-offs, terminals, traps, vaults, wires, wire and wireless transmitters and receivers, and other similar equipment owned, leased, or controlled by the Licensee that is used for or is useful in the provision of Communications Service, in existence either as of the Effective Date or at any time during the term of this Agreement and located in or on the City Facilities. “Make-Ready Construction Work” means all construction-related work associated with Make-Ready Work “Make-Ready Construction Work Fees” means Costs and Fees associated with Make-Ready Construction Work as more particularly described in Exhibit “C.” “Make-Ready Engineering Work” means engineering-related work associated with Make-Ready Work. “Make-Ready Engineering Work Fees” means Costs and Fees associated with Make-Ready Engineering Work as more particularly described in Exhibit “C.” DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 5     “Make-Ready Work” means changes to be made to City-owned or – controlled Poles, its own Pole Attachments, the existing Pole attachments of any joint owner(s) and any existing licensee, or the existing additional equipment associated with those attachments, that may be needed to accommodate a proposed additional pole attachment. It also includes Make-Ready Work relating to access to Conduits by the Licensee Facilities. “Make-Ready Work Fees” means Make-Ready Engineering Work Fees and Make-Ready Construction Work Fees, including as more particularly described in Exhibit “C” attached to this Agreement. “Multichannel Video Services” means “cable service” as defined in Chapter 2.10 of Title 2 of the Palo Alto Municipal Code and in 47 U.S.C. § 522(6), “video service” as defined in Cal. Pub. Util. Code § 5830(s), services provided over an open video system certificated by the FCC pursuant to 47 U.S.C. § 573 or a cable communications system, as defined in Chapter 2.10 of Title 2 of the Palo Alto Municipal Code, and any other form of delivery of multichannel video services to subscribers in Palo Alto over the Licensee Facilities located in the Public Rights-of-Way or Public Utilities Easements. “Payment Commencement Date” means the first day of the month following the City’s completion of a final electric service connection for the Licensee Facility under a Supplement. “Person” means any individual, for-profit corporation, nonprofit corporation, general partnership, limited partnership, limited liability company, limited liability partnership, joint venture, business trust, sole proprietorship, or other form of business association, but it does not include the City. “Pole” means (a) any Utility Pole, excluding towers, used to support mainly overhead distribution wires and cables, jointly or separately owned by the City, (b) any Streetlight Pole, wholly owned by the City, and (c) the anchors and guy strands/guy wires, which are located in the Public Rights-of-Way and the Public Utility Easements. The term does not include any Utility Pole that is wholly owned by a Person other than the City. “Pole Attachment” means any attachment to a Pole by the Licensee. “Preparatory Work” means, except as otherwise provided herein, work of a preliminary nature undertaken by City staff, including, without limitation, survey and field inspection work, review of engineering plans and specifications and other related work, that precede, and are required to establish, the Make-Ready Work in order to facilitate the attachment and/or installation of the Licensee Facilities in, on or about Poles and/or Conduits. “Preparatory Work Fees” has the meaning set forth in Exhibit “C” attached to this Agreement. The term does not extend to any fee associated with an DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 6     application or permit that is required by Title 12 or Title 18 of the Palo Alto Municipal Code, with which Licensee shall comply. “Provision” means any agreement, circumstance, clause, condition, covenant, fact, objective, qualification, restriction, recital, reservation, representation, term, warranty, or other stipulation in this Agreement or an Exhibit or by Law that defines or otherwise controls, establishes, or limits the performance required or agreed by any Party hereto. All Provisions, whether covenants or conditions, shall be deemed to be both covenants and conditions. “Public Rights-of-Way” means the areas in, upon, above, along, across, under, and over the public alleys, boulevards, courts, lanes, places, roads, streets, and ways, including, without limitation, all Public Utility Easements, within the jurisdiction of the City. This term shall not include any real property, in whole or in part, owned by any Person or agency other than the City except as provided by Law or pursuant to an agreement between the City and any such Person or agency, nor shall it include any real property owned and/or controlled by the City that is not dedicated to utility or public transit use. “Public Utility Easement” means any privately owned land, in which the City holds an easement for public utility uses and purposes, without regard to whether any “public utility,” as defined in California Public Utilities Code section 216(a), has an easement for similar public utility uses and purposes. “Standard Drawings and Specifications” means the general terms and conditions, specifications, and requirements of the City which govern the design, construction, installation, and maintenance of any improvement to be located within the Public Rights-of-Way and Public Utility Easements. This document is authored by the City’s Department of Public Works, Engineering Division, and any reference to such document shall include additions, amendments, deletions, revisions, modifications, and updates to this document. This term shall include documents entitled “General Conditions” or words of similar import, now or hereafter existing, which directly pertain to all aspects of general construction work. “Streetlight Pole” means any pole that is used for streetlighting purposes, including, without limitation, those using concrete, steel or aluminum (or other metal) or, wood. The term does not include Utility Poles; provided, however, that in the event a pole is used for both streetlighting purposes and for electrical distribution facilities, the pole shall be deemed to be a Utility Pole. “Supplement” means that document in substantially the form attached hereto as Exhibit “B” and incorporated by reference containing information related to Licensee Facilities attachments to Poles. A Supplement shall be effective on the Supplement Effective Date, and upon such execution, shall be deemed incorporated into this Agreement. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 7     “Supplement Effective Date” has the meaning set forth in the Preamble to the Supplement. “Telecommunications Service” means to the extent not inconsistent with federal law, the transmission of voice, video or data information in rendering audio, video or data service, which may be offered by the Licensee pursuant to its FCC, CPUC or other agency approval, authorization, certification or license. Multichannel Video Service shall not be considered a Telecommunications Service or an Information Service hereunder, except to the extent required by Law. “Utilities Rules and Regulations” means the City’s utilities rules and regulations, authorized by Chapter 12.20 of the Palo Alto Municipal Code. “Utility Pole” means any standard design wooden or metal pole that is used for electrical distribution facilities. The term does not include Streetlight Poles; provided, however, that in the event a pole is used for both streetlighting purposes and for electrical distribution facilities, the pole shall be deemed to be a Utility Pole. “WIRN” means the wireless identification registration number that the Licensee is required to obtain from the CPUC in order to offer intrastate wireless telecommunications services in California. Work. “Work” means and includes both Preparatory Work and Make-Ready 2.0 TERM AND TERMINATION 2.1 Term. 2.1.1 Initial and Extension Terms of Agreement. The initial term of this Agreement is ten (10) years (the “Initial Term”), commencing on the Effective Date, unless and until it is earlier terminated in accordance with this Agreement. This Agreement shall extend for an additional ten (10) years (the “Extension Term”), commencing on the expiration of the Initial Term, provided that: (i) Licensee shall give written notice in accordance with to section 18 of its intention to extend this Agreement no less than sixty (60) Days prior to the expiration of the Initial Term; (ii) the Licensee is in substantial compliance with the Provisions; (iii) there has not been any change in Law that may materially affect the Provisions or their enforceability; and (iv) neither the City nor Licensee have otherwise terminated this Agreement in accordance with the Provisions. 2.1.2 Renewal of Agreement. The Parties may in good faith negotiate the terms and conditions of a new master license agreement, which negotiations the Parties shall use reasonable effort to commence by no later than six (6) months before the expiration of the Extension Term; provided, however, the negotiations shall be DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 8     based on the terms and conditions of the City’s standard master license agreement then in effect or in accordance with such other contract rates, terms and conditions or Law as may be adopted by the City. If the Parties fail to negotiate the renewal of a new master license agreement, then the Licensee shall be deemed to hold over and shall be otherwise liable to perform its obligations hereunder, including the payment of all Annual Costs and Fees or for any other Costs and Fees due and payable under this Agreement, in accordance with the terms and conditions of the standard master license agreement then in effect, unless there is no such standard master license agreement then in effect, in which event the terms and conditions of this Agreement shall continue to apply. (i) If a new master license agreement has not been executed by the Parties by the expiration of the Extension Term, and the Parties do not otherwise agree in writing to renew, then the Licensee, at the City’s option provided in writing no later than ninety (90) days prior to the expiration of the Extension Term, shall either: (a) sell the Licensee Facilities to the City at fair market value, if the Licensee desires to sell and the City desires to purchase the Licensee Facilities or any part thereof (and in such case the City shall accept the Licensee Facilities in its then existing “as is” condition); (b) at the Licensee’s sole cost and expense, remove the Licensee Facilities from the City Facilities if the City does not intend to purchase the Licensee Facilities; (c) without cost or charge to the City, abandon the Licensee Facilities on Poles and/or in Conduits, provided the City first approves, in writing, the proposed abandonment of the Licensee Facilities and the terms and conditions applicable to that abandonment, whereupon in the absence of any agreement by the Parties to the contrary, such facilities shall become the property of the City. The City’s failure to provide notice or exercise its options pursuant to this section shall not relieve Licensee of its obligation to remove Licensee Facilities pursuant to section 7.5 of this Agreement. 2.1.3 Term of Supplement. The term for each particular Supplement begins on the Supplement Effective Date, and ends upon the expiration of the Initial Term, or the Extension Term, if validly exercised, under this Agreement, unless such individual Supplement is earlier terminated, or this Agreement is extended pursuant to section 2.1.2, as provided for in this Agreement. 2.1.4 Changes in Law. The Parties acknowledge that the subject of wireline and wireless communications facilities in the context of Utility Pole attachments has been addressed and continues to be addressed by federal and California authorities. If, during the Initial Term or the Extension Term, a Law is adopted, amended or repealed and is made binding upon the City and is applicable to this Agreement, then the Parties shall agree to negotiate in good faith an amendment to this Agreement (or a new agreement, as the case may be) to the extent necessary to comply with such Law. If the Parties cannot mutually agree to an amendment to this Agreement (or a new agreement) within three (3) months after a Party receives the other Party’s request to negotiate an amendment to this Agreement (or a new DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 9     agreement, as the case may be) pursuant to this section 2.4, then the Parties will agree to submit the dispute to mediation and non-binding arbitration under mutually acceptable terms and conditions. 2.2 Termination 2.2.1 By City. Except as otherwise provided herein, the City may terminate this Agreement, or at City’s election, any Supplement, for cause (as defined in subsection 2.2.1(i)) upon ten (10) Days’ prior written notice sent by the City to the Licensee; in that event, the City may exercise its legal rights and/or equitable remedies hereby reserved under this Agreement or by Law at any time, including, without limitation, the right to recover any uncollected Annual Costs and Fees that would be due and payable by the Licensee to the City if this Agreement had not been terminated during the Initial Term or the Extension Term, if any. (i) A termination for cause means: (a) the Licensee has failed to cure a material default of this Agreement within thirty (30) Days after it receives the City’s notice of default, or, if the default can be cured and such cure reasonably requires more than thirty (30) Days to achieve, fails to commence such cure within the specified period but, thereafter, diligently continues such cure until completion thereof; (b) the CPUC, the FCC or other agency exercising jurisdiction over the Licensee has, by final order or action that is no longer subject to appeal, terminated or otherwise revoked the Licensee’s approval, authorization, certification or license to operate the Licensee Facilities, to provide Communications Service, or to transact business referred to in Recital numbers 2 and 3; or (c) the Licensee’s authority to do business in California has expired or is rescinded or terminated by final order or action that is no longer subject to appeal. (ii) Upon the establishment of termination of the Agreement or any Supplement for cause, the right to attach to any Pole and/or to occupy any Conduit affected thereby, will immediately terminate after the City delivers thirty (30) Days’ prior written notice to the Licensee. In that event, the Licensee shall, within six (6) months of the effective date of termination of this Agreement, remove or cause the removal of the Licensee Facilities from the affected Poles and/or Conduits, or, if the Licensee fails to remove or cause such removal within such six-month period, the City may remove the same for the account of and at the sole cost and expense of the Licensee. The preceding sentence notwithstanding, the Parties by mutual agreement may exercise any option made available under subsection 2.2.1. 2.2.2 By Licensee. Except as otherwise provided herein, Licensee may terminate this Agreement or any individual Supplement hereunder, upon sixty (60) Days’ prior written notice sent by the City to the Licensee. Termination of the Agreement or any Supplement by Licensee pursuant to this section shall not relieve the Licensee of its obligation to pay any Initial/One-Time Costs and Fees, Annual Costs and Fees, Additional Costs and Fees, or for any other Costs and Fees due and payable DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 10     under this Agreement as of the effective date of the termination to the City under the Agreement or applicable Supplement, including the uncollected Annual Costs and Fees that would be due and payable by the Licensee to the City as of the effective date of the termination if the Agreement or Supplement had not been terminated; provided, however, that Licensee shall not be entitled to a refund for any Costs and Fees already paid to City. Provisions of this Agreement related to removal of Licensee Facilities shall also apply. Upon termination of any Supplement, no further annual Costs and Fees shall be due. 3.0 GRANT AND SCOPE OF LICENSE 3.1 Grant of License. The City grants to the Licensee, and the Licensee accepts from the City, subject to the Provisions, a non-exclusive license to access and use certain Poles and/or Conduits and attach, install, operate, maintain, repair, remove, reattach, relocate and replace the Licensee Facilities in, on or about those certain Poles and/or Conduits described in the Supplement, provided, however, that Licensee may not place ground facilities, such as cabinets, in Public Utility Easements located on private property without separate written City consent or approval. The rights and obligations of the Licensee under this Agreement will be exercised at the Licensee’s sole cost and expense, unless otherwise agreed to by the Parties. The rights of Licensee under this Agreement are subject to conditions in this Agreement and to the conditions that the City may from time to time lawfully impose on the use of such Poles and/or Conduits This grant of license to access and use certain Poles and/or Conduits does not permit the Licensee to access and use other Poles and/or Conduits not specifically listed in the Supplement. to: 3.2 Scope of License. The grant of license to the Licensee is subject 3.2.1 the prior use and existing and continuing rights, consents and approvals of the City, including CPAU and other City departments, the joint owner(s) and any existing licensee of certain Poles and/or Conduits, 3.2.2 existing and future recorded and unrecorded deeds, easements, dedications, agreements, conditions, covenants, restrictions, encumbrances and claims of title which may affect any right, title and interest in and to the Public Rights- of-Way, Public Utility Easements, and any City-owned or -controlled facility located in the Public Rights-of-Way or Public Utility Easements; 3.2.3 any restrictions on permissible uses of City Public Utility Easements under applicable law, and 3.2.4 any restrictions that the City imposes on Poles, including, without limitation, limits on the height of certain Poles or attachments to certain Poles, provided the same do not conflict with any laws or decisions of the California Public DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 11     Utilities Commission (CPUC). 3.3 Nothing in this Agreement shall be deemed to grant, convey, create, or vest in the Licensee a perpetual interest in land or the Public Rights-of-Way or Public Utility Easements, including, without limitation, any fee, leasehold interest, easement, or franchise rights. Neither the City, nor the joint owner(s) of certain Poles, nor any existing licensee shall be liable to the Licensee for the failure of the City, the joint owner(s) of certain Poles, and/or any existing licensee to secure the proper legal authority from a grantor of an easement affecting any Pole or Conduit. 3.3.1 The Licensee, as a condition precedent to its right to access, use, and attach and/or install the Licensee Facilities in, on or about any Pole or Conduit, shall obtain from the City other necessary approvals, authorizations, and/or permits to access and use the Public Rights-of-Way and the Public Utility Easements controlled by the City. 3.3.2 The Licensee’s right to access, use, and attach to and/or install in, on or about any Poles and/or Conduits is subject to the City’s prior right to use or remove from use at a future date any Pole or Conduit space occupied by, or requested to be occupied by, the Licensee in the reasonable exercise of its governmental or proprietary powers. The Licensee acknowledges and agrees that its right to attach and/or install is also subject to the prior rights of the joint owner(s) of certain Poles and/or any existing licensee. If the Licensee’s right under this subsection 3.2.3 is affected by such City action, then the City will use reasonable efforts to find one or more alternative locations for the Licensee to attach the Licensee Facilities in accordance with the facilities relocation procedure set forth in Section 7.2. 3.3.3 The City may for consideration of the public health, safety, or welfare, including, without limitation, safety, reliability, consistency with surrounding area, security or engineering, historic or environmental preservation, or other legally permitted land use reasons, terminate or otherwise modify the scope of the Licensee’s non-exclusive license granted pursuant to this Agreement, upon sixty (60) Days’ prior written notice to the Licensee. If the City exercises its rights under this subsection 3.2.4, then it will use reasonable efforts to find one or more alternative locations for the Licensee to attach the Licensee Facilities. 3.3.4 Except as authorized by Law or this Agreement, the Licensee in the performance and exercise of its rights and obligations, shall not obstruct or interfere in any manner with the Public Rights-of-Way, Public Utility Easements, private rights-of-way, sanitary sewers, sewer laterals, water mains, storm drains, gas mains, poles, aerial and underground electric and telephone wires, electroliers, Multichannel Video Service facilities, and other telecommunications, utility, and municipal property or facilities without the express written approval of the City and/or the other owner(s) of the affected property or properties. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 12     3.3.5 The City reserves to itself the right to attach, install, maintain, replace and enlarge the City Facilities and to operate the same from time to time in such manner as will best enable it to meet the needs of CPAU’s utility customers and fulfill its service requirements. Except as provided in subsection 12.1.1, the City shall not be liable to the Licensee or its customers for any interruption of service of the Licensee or for interference with the Licensee Facilities arising in any manner relating to the City’s, the joint owner(s)’or any existing licensee’s use of the City Facilities under this Agreement, or arising in any manner out of the condition or character of the City Facilities or their manner of operation. 3.3.6 Nothing in this Agreement shall be deemed to create an entitlement of Licensee access to any particular Pole or Conduit, except as set forth in the applicable Supplement. 3.4 Compliance with Laws. The Licensee shall comply with all Laws, including, without limitation, the CPUC’s General Orders (“GO”) that are applicable to the Licensee, in the exercise and performance of its rights and obligations under this Agreement. The preceding sentence notwithstanding, the Licensee shall furnish a copy of the notification letter required by GO 159A, Section IV.C.2 to the Planning Director, to the extent GO 159A applies to the Licensee. 3.4.1 The Licensee shall obtain the City’s review and approval of the proposed siting and design and the construction methods to be used with respect to the Licensee Facilities, as may be required by Law. The Licensee shall obtain architectural review of the Licensee Facilities by the City’s Planning Department staff and by the City’s Architectural Review Board, which review will be dependent on the characteristics of the Licensee’s proposed project, as may be required by Law. The Licensee acknowledges that additional review by any other City board or commission or the City Council may be required by Law. The reviews referred to in this subsection 3.3.1 shall be conducted in conformance with the City’s land use approval process, to the extent applicable to the Licensee Facilities. Notwithstanding anything to the contrary in this Agreement, but in compliance with all laws and any CPUC decision, the City reserves the right to prohibit and/or condition initial installations or modifications of Licensee Facilities on Poles, including, but not limited to, increases in height or width of Poles. 3.4.2 The City may require the Licensee to file one or more written reports with any of the Directors within the time(s) requested. The Licensee shall file with the Utilities Director a copy of the radio frequency propagation study of any Licensee Facilities within thirty (30) Days of the completion of the first authorized attachment and/or installation of the Licensee Facilities occurring during the Initial Term and the Extension Term, if any. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 13     3.4.3 The City may require the Licensee to obtain a conditional use permit, if the City determines that the Licensee Facilities are subject to the requirements of Title 18 of the Palo Alto Municipal Code or other Law. 3.5 Authorized Services. The Licensee shall use the Licensee Facilities for the sole purpose of providing Communications Service, subject to any applicable FCC, CPUC or other agency approval, authorization, certification, or license. If the Licensee offers any new and/or additional Communications Service that requires FCC, CPUC or other agency approval, authorization, certification, or license, then the Licensee shall furnish the City Manager and the City Attorney with a copy of its application(s) for any such additional approval, authorization, certification, or license and a copy of any additional authorization, certification, grant, license within thirty (30) Days of its filing and its issuance. 3.5.1 The Licensee shall not allow any other Person to control the Licensee Facilities, or any portion thereof, for compensation, whether in cash or cash equivalent, for any purpose not directly related to the Licensee’s provision of Communications Service or other services approved, authorized, certified or licensed by the FCC, CPUC or other agency, unless the Licensee first gives thirty (30) Days’ prior written notice to the City Manager and the City Attorney of such intended use. 3.5.2 The Licensee acknowledges and agrees that (a) this Agreement is not a “franchise” within the meaning of 47 U.S.C. § 522(9), California Government Code § 53066, or California Public Utilities Code § 5800 et seq., and (b) this Agreement does not authorize, certify, grant or license the Licensee to use the Public Rights-of-Way and the Public Utility Easements to provide Multichannel Video Services or any other comparable services to subscribers in Palo Alto. 3.6 Location of Licensee Facilities. The non-exclusive license granted hereby shall not extend to any Pole and/or Conduit to which the attachment and/or installation of the Licensee Facilities thereon or therein would result in a forfeiture of rights by the City or the imposition of additional obligations or liabilities upon the City, the joint owner(s) of certain Poles, and/or any existing licensee to occupy the Public Rights-of-Way or Public Utility Easements. 3.6.1 If the existence of the Licensee Facilities in, on or about such Poles and/or Conduits would result in a forfeiture of any rights of the City, the joint owner(s) of certain Poles and/or any existing licensee, then the Licensee, at its sole cost and expense, shall promptly remove the Licensee Facilities within ninety (90) Days after receipt of written notice from the City. If the Licensee Facilities are not timely removed, the City may at the Licensee’s sole cost and expense remove them or cause their removal after the expiration of the notice period without liability on the part of the City or any third party hired or directed by the City to remove the same or parts thereof. In that event, the Licensee shall pay the City, upon demand, for the City’s DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 14     actual costs of removal and for all losses and damages that are incurred by the City by such undertaking. This obligation shall survive the early termination or expiration of this Agreement. 3.6.2 The Licensee shall relocate the Licensee Facilities within ninety (90) Days or other period of time established by Law after the Licensee’s receipt of written notice by the City that the Licensee must remove or relocate those facilities to another designated location within the City’s jurisdictional boundary pursuant to the City’s exercise of its police powers, including, without limitation, in accordance with the establishment of an underground utility district. 3.6.3 During the Initial Term and the Extension Term, if any, the Licensee may voluntarily remove any Licensee Facilities or part thereof from the City Facilities or part thereof on a permanent basis, provided that the Licensee first gives the City and any affected joint owner(s) of certain Poles and/or any existing licensee at least sixty (60) Days’ prior written notice of its intention to remove the Licensee Facilities. The voluntary removal of the Licensee Facilities prior to the expiration of the Initial Term or Extension Term, if any, shall not relieve the Licensee of its obligation to pay any Costs and Fees associated with the removal then due and payable to the City, including the uncollected Annual Costs and Fees that would be due and payable by the Licensee to the City if this Agreement had not been terminated. The Licensee shall obtain from the City any other approvals, authorizations, and permits required by Law prior to the commencement of such removal work. Upon removal, the Licensee may transfer the Licensee Facilities to the City, provided that the City first agrees, in writing, to accept title thereto, consistent with subsections 2.2.1(i) and (iii). Within six (6) months after the Licensee voluntarily abandons its License Facilities, or parts thereof, and fails to remove them upon the earlier of the date of voluntary abandonment or the date of early termination or expiration of this Agreement, the City shall arrange for the removal of the Licensee Facilities at the Licensee’s sole cost and expense if the City does not approve or otherwise accept the abandoned Licensee Facilities. Prior to the effective date of abandonment, the Licensee shall post security with the City to assure the City will recover the reasonable costs of removal of the Licensee Facilities; at the City’s election, the security may take the form of a Performance Bond, described in Article 14.0, or a Letter of Credit in the amount specified therein, as may be established by the City. 3.7 Disclaimer; Waiver. In no event shall either Party or its successors and assigns, elected officials, officers, employees, agents or representatives be liable for any lost profits, consequential, special, exemplary, indirect, punitive or incidental losses or damages, including loss of use, loss of goodwill, lost revenues, loss of profits or loss of contracts even if such Party has been advised of the possibility of such damages, and the Parties each waive such claims and releases each other and each of such Persons from any such liability. This Section 3.7 DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 15     shall not apply to any Costs or Fees or any other cost or fee referred to herein that the Licensee owes to the City. 3.7.1 The Parties acknowledge that California Civil Code Section 1542 provides that: “A general release does not extend to claims which the creditor does not know or suspect to exist in his or her favor at the time of executing the release, which if known by him or her must have materially affected his or her settlement with the debtor.” The Parties waive the provisions of Section 1542, or other similar provisions of Law, and intend that the waiver and release provided by this subsection shall be fully enforceable despite its reference to future or unknown claims. 4.0 OTHER RIGHTS AND OBLIGATIONS OF LICENSEE 4.1 General. During the Initial Term and the Extension Term, if any, the Licensee shall request, in writing, the City’s approvals and authorizations to add, attach, install, move, remove, repair, replace, modify, or otherwise alter or change the Licensee Facilities, except as may be otherwise provided in this Agreement. The Licensee shall file the applicable requests for approvals and authorizations with the appropriate Director(s). 4.1.1 Each Party will use due care, and shall ensure that no damage, beyond reasonable wear and tear, is caused to the other Party’s facilities or property, or the facilities or property of the joint owner(s) of certain Poles and Conduits and/or any other licensees using the Poles and/or Conduits, including, without limitation, the joint owner(s)’ or other licensee(s)’ fibers, wires, cables, poles and/or conduits lawfully located in, on or about the Poles or Conduits to which the License intends to attach and/or install the Licensee Facilities. Licensee shall use due care, and ensure that no damage, beyond reasonable wear and tear, is caused to the property of any property owner adjoining the Public Rights-of-Way or easements used by Licensee. Any damage or destruction which is caused by any Party or its agent or representative shall be reported within forty-eight (48) hours to the other Party, the joint owner(s) of certain Poles and Conduits, and/or other licensee(s) or property owner(s) who could be directly affected by such damage. The Party causing such damage shall reimburse the other Party and/or any other affected Person, upon demand, for any damage caused the Party or its employees, contractors, subcontractors, agents, and representatives. 4.2 Identification of Facilities. The Licensee shall identify its Licensee Facilities, including, without limitation, its fibers, wires and cables, and wireless facilities with appropriate durable, visible identification tags that describe the Licensee’s name, number, color, identification code, size, and manufacture of the Licensee Facilities, including the fibers, wires and cables and wireless facilities, the type of service, and any other criteria as may be established or agreed to by the Utilities Director. Such information may be provided to the Utilities Director in accordance with the requirements set forth in Exhibits “D,” “E,” and “F.” DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 16     4.3 Notices to City, Joint Owners and Licensees. Excepting emergencies which may require the restoration of functionality of the Licensee Facilities within twenty-four (24) hours of loss of functionality, the Licensee shall give not less than ten (10) Business Days’ prior written notice to the Utilities Director, the joint owner(s) of certain Poles, and/or any existing licensee, whenever the Licensee will perform any approved or authorized Make-Ready Work in regard to the Licensee Facilities that will concurrently occupy any portion of the Poles and/or Conduits with the City, the joint owner(s) of certain Poles, and/or any existing licensee. Any Make- Ready Work required of the Licensee by the City shall be performed with due care by the Licensee or any Person acting on behalf of the Licensee, including its employees, agents, contractors, subcontractors and representatives. With respect to maintenance and repairs of the Licensee Facilities, the Licensee shall provide the City with reasonable prior notice in order that the City may determine whether to assign appropriate staff to be present during any such work. 4.4 Compliance with Technical Specifications. Subsection 3.3 notwithstanding, the Licensee Facilities shall be attached, installed, maintained, removed and repaired in accordance with the applicable requirements and specifications, including, without limitation, the Standard Drawings and Specifications, the specifications of the National Electrical Safety Code and National Electric Code and amendments thereto, and the applicable rules and regulations of the CPUC, the FCC and any other agency exercising jurisdiction over the Licensee. The Licensee may use the pathways inside the Streetlight Poles only if the attachment and installation work is conducted in accordance with the Standard Drawings and Specifications and the Utilities Rules and Regulations. Use of the Poles and Conduits shall be subject to any security plan now or hereafter approved by the City. 4.5 Repair of City Facilities, Public Rights-of-Way, Public Utility Easements and Private Property. The Licensee, at no liability, cost or expense to the City or the affected property owner, shall repair, replace, or restore, or shall cause the repair, replacement, or restoration, reasonable wear and tear excepted, of any damage to the City’s streets, sidewalks, underground facilities, Poles, Conduits, curbs, gutters and other City property, or any damage to any private property caused by or resulting from the performance of any Make-Ready Work by the Licensee, its employees, agents, contractor, subcontractors or representatives, or by the Licensee and others, if the Work is performed jointly by such parties. 4.6 Removal of Markings. The Licensee, at its sole cost and expense, shall remove all Underground Service Alert markings from the streets and sidewalks as may be required by Law or by the City. 4.7 Maintenance. The Licensee at its sole cost and expense, shall be responsible for all maintenance of the Licensee Facilities. 4.8 Notice to Affected Property Owners. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 17     4.8.1 Excepting emergencies which may require the restoration of functionality of the Licensee Facilities within twenty-four (24) hours of loss of functionality, Licensee shall give ten (10) Business Days’ prior written notice to private property owners near the site of the work whenever the Licensee will perform any approved or authorized Make-Ready Work in regard to the Licensee Facilities that will affect or is likely to affect the private property. The City may, in its reasonable discretion, waive the ten (10) Business Day advance notice requirement where City permits (including, without limitation, a Street Work or Encroachment Permit) issued for the same Make-Ready Work provide alternative notification requirements. With respect to maintenance and repairs of the Licensee Facilities, the Licensee shall provide affected private property owners or likely affected private property owners with reasonable prior notice. 4.8.2 Notwithstanding the foregoing, where installation, maintenance, or repair of Licensee Facilities has the potential to be complex, unusual, or have a significant effect on the City, other licensee(s) and/or private property owners, Licensee agrees to submit for City review and approval a coordination and public notification and outreach plan upon City request prior to commencement of any such work. 5.0 APPLICATION FOR ACCESS 5.1 Processing Request Application. The Licensee shall complete and file a Processing Request Application to request access to and use of Poles and/or Conduits (the “Application”) with CPAU and apply for and receive from the Public Works Director, Planning Director and/or the Utilities Director any other necessary authorizations and approvals. The form of the Application is attached hereto as Exhibit “G.” Upon receipt of approval of the Application and other authorizations and approvals and the payment of all required Costs and Fees, the Licensee shall coordinate with CPAU in making attachment to Utility Poles and/or occupancy of Conduits within the time period specified in Section 5.2, and with the City Manager or his/her designee in making attachment to Streetlight Poles within the time period specified in Section 5.3. Licensee acknowledges that its Applications, including all required attachments, must be submitted and complete in all respects in order for the City to deem the Application complete. To the extent not inconsistent with Law, the City reserves the right to reject any incomplete Application or any completed Application in accordance with this Agreement. 5.2 Access to Utility Poles and/or Conduit. The City, in acting upon an Application, will use reasonable efforts to process and accept or reject the Application for access to Utility Poles and/or Conduit, within the parameters and time periods set forth below: 5.2.1 Upon the City’s receipt of a complete Application, the City will invoice the Licensee for a non-refundable Preparatory Work Fee. Licensee will pay the DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 18     Preparatory Work Fee within thirty (30) Days of receipt of the City’s invoice. 5.2.2 Within twenty (20) Days of the City’s receipt of the Preparatory Work Fee, the City will complete Preparatory Work for the Application to determine whether and where the Licensee Facilities are feasible and what Make-Ready Engineering Work will be required. 5.2.3 Within seven (7) Days of the City’s completion of the Preparatory Work, the City will notify the Licensee of the Make-Ready Engineering Work necessary for Licensee Facilities and invoice Licensee for a non-refundable Make-Ready Engineering Work Fee. 5.2.4 If Licensee elects to proceed with Licensee Facilities, within thirty (30) Days of receipt of City’s notice and invoice for Make-Ready Engineering Work Fees, Licensee will pay the Make-Ready Engineering Work Fee. Licensee’s payment of such Make-Ready Engineering Work Fees will serve as notification to City that Licensee intends to proceed with Make-Ready Engineering Work. 5.2.5 Within thirty (30) Days of City’s completion of the Make-Ready Engineering Work, the City will provide the Licensee with a description of the necessary Make-Ready Construction Work for the Licensee Facilities and the Make-Ready Construction Work Fees applicable to the Licensee Facilities. Preparatory Work Fees and Make-Ready Engineering Work Fees paid by Licensee will be credited against Make-Ready Construction Work Fees. 5.2.6 If the Parties mutually agree to proceed with Make-Ready Construction Work, the Parties will execute a Supplement, substantially in the form of Exhibit “B” to this Agreement. The Supplement will: (i) Set forth the non-refundable Make-Ready Construction Work Fee and due date therefore; provided, however, that the Make-Ready Construction Work Fee will be paid prior to the start of Make-Ready Construction Work; and (ii) Specify whether the Make-Ready Construction Work for Licensee Facilities, including the required replacement of any deteriorated Pole, will be performed by the City or the Licensee or its City-approved, qualified and licensed contractor. 5.2.7 The City will complete the Make-Ready Work for the Licensee Facilities, as needed, within one hundred five (105) Days of execution of the Supplement. 5.3 Access to Streetlight Poles. Attachments to Streetlight Poles will be made on a case-by-case basis. To the extent not inconsistent with Law, the City reserves the right to deny access to any particular Streetlight Pole in accordance with DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 19     this Agreement. Any such denial shall be accompanied by a description of any modifications Licensee may make, or alternative locations Licensee may use, to obtain approval and an explanation of the reasons for the rejection of Licensee’s application. 5.4 Tolling. Notwithstanding Sections 5.2.1 through 5.2.7, and 5.3, the City may toll or stop the clock on any of the timelines mentioned in Sections 5.2.1, 5.2.2, 5.2.4 or 5.2.6 and 5.3 in the event of an emergency as determined by the City or for other good and sufficient cause. 5.4.1 The City will provide written notice to the Licensee of the City’s determination regarding the emergency or other good and sufficient cause. If the City is unable to complete any of the Work contemplated in Sections 5.2(A), (D) and/or (F) or 5.3 within the specified time periods, then the Licensee may request the City’s approval to undertake and complete such Work, provided that: (i) the Licensee gives to the City not less than 72 hours’ prior notice of its desire to complete such Work, (ii) the Licensee certifies, in writing, to the City that the Person(s) who will complete such Work on behalf of the Licensee is/are duly qualified and licensed to perform the Work in the electric utility space of the Pole and/or or Conduits, and (iii) the Person(s) is /are pre-authorized by the Utilities Director to complete such Work on behalf of the Licensee. As a condition precedent to the City’s obligation to approve any Person(s) who will perform such Work on behalf of the Licensee, the Licensee shall provide the name(s), copy of their license(s), and a statement of qualifications of the Person(s) designated to perform the Work on the Licensee’s behalf in the electric space on the Poles or in the Conduits at the time the Application is submitted. 5.4.2 Except as otherwise approved by the City, the Licensee shall limit the filing of an Application for Pole Attachment to not more than the number of Poles per Applications established by the City by Utility Rule and Regulation or, if no such requirement or specification exists, fifteen (15) poles per Application. 5.4.3 The City Manager or his/her designee may approve the modification of the limitations set forth in subsection 5.4.2, if the Licensee requests, in writing. The Licensee shall specify a desired priority of completion of the Work for each Application in the event that the Licensee submits multiple Applications to the City within a rolling thirty-Day period. 5.4.4 If the City Manager or his/her designee rejects or otherwise disapproves of the Application, then the City will provide the Licensee with a written detailed explanation of the basis of disapproval. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 20     5.5 Lapse of Application. Authorization or approval to the Licensee to attach to Poles and/or install in Conduits shall terminate without further notice to the Licensee as to any Poles or Conduits covered thereby, to which the Licensee has not attached or occupied within one hundred eighty (180) Days from the later of the Supplement Effective Date or the date of the City’s notice to the Licensee that such Pole(s) and/or Conduits are Available. The preceding sentence notwithstanding, the Licensee may re-submit the Application and, subject to subsection 7.5.2 hereof, the City will use reasonable efforts to expedite the City’s review and approval in accordance with the process set forth in Sections 5.2.1 through 5.2.4, or 5.3, as applicable, inclusive. 5.6 Multiple Applications for Same City Facilities. Applications received by the City regarding the same Pole or Conduit will be processed by the City on a first-come, first-served basis. First-come, first-served priority shall be determined according to the Applicant who is determined to have first submitted a complete Application. Whenever two or more Applications are filed with the City pertaining to the same Poles and/or Conduits, the City, within thirty (30) Days of receipt of the later filed Application, will notify all affected Applicants of the following: 5.6.1 one or more Applications have been received for some or all of the same Poles and/or Conduits; and 5.6.2 the name, email address and telephone number of each Applicant who has submitted such Application. 5.7 Cost Sharing Arrangements. In the event that one or more other Applicants may wish to share the costs of attachment and/or installation with the Licensee, unless otherwise agreed to by the Applicants, the Licensee, if it is the “first-in-time” Applicant, will endeavor in good faith to coordinate efforts relating to the sharing of all Make-Ready Work. Unless the Applicants otherwise agree, the Licensee, if it is the “first-in-time” Applicant, will endeavor to transmit to the City any mutually agreed to Make-Ready Work costs on behalf of the Applicants affected by such arrangement. The City shall bill the Licensee, if it is the “first-in-time” Applicant, for the entire cost of all Make-Ready Work necessary to accommodate the Applicants, including the Licensee. The City shall not be responsible, and it expressly disclaims any obligation or responsibility, for assisting the Licensee, if it is the “first- in-time” Applicant, in collecting the prorated costs of Make-Ready Work from any additional Applicant. 5.8 Performance of Work. 5.8.1 Prior to the commencement of the Make-Ready Work relating to CPAU facilities which the City may authorize the Licensee to perform, the Licensee shall post or shall cause the posting of notices of its proposed Make-Ready Work in DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 21     accordance with the Public Works and the Utilities Departments’ rules and regulations. Absent such rules and regulations, the Licensee shall at least ten (10) Days before the commencement of its Make-Ready Work deliver or shall cause to be delivered a written schedule for each portion of Work to: (i) those residents and businesses whose properties abut and are within 300 feet of the proposed Work sites or such other distance as set forth in any City-issued approval or authorization; and (ii) other Persons whose facilities will be directly impacted by such Work. In addition, the Licensee shall be required to post “No Parking” notices at least seventy-two (72) hours prior to the commencement of each portion of the Work in the absence of any time period as set forth in the approvals or authorizations. 5.8.2 The Licensee upon the completion of its Make-Ready Work shall promptly furnish to the City accurate plans and record drawings or as-built drawings depicting, in detail, the locations and dimensions of the Licensee Facilities, including, without limitation, the Pole and/or Conduit numbers, if available, notwithstanding that such information may have been initially provided with the Application(s). These plans and drawings shall be incorporated in any form as may be reasonably specified by the City Manager. The Licensee shall furnish its plans and drawings to the City in an electronic storage medium (which utilize AutoCAD or Geographic Data Systems software or equivalent), containing the full set of plans and record drawings or as-built drawings, whenever such information may be required by the City Manager or any Director. 5.8.3 In the event that the City determines any Pole to which the Licensee seeks access for attachment purposes is inadequate to support the Licensee Facilities in accordance with Law, following the receipt of the Licensee’s load calculations as requested by the City, the City will inform the Licensee of any required changes and the estimated costs thereof in order for the City to consider making provision for adequate load-bearing Poles in accordance with the timelines set forth in Sections 5.2.1 through 5.2.6 or 5.3. If, after the receipt of the City’s information, the Licensee desires to proceed with the Pole Attachments by submitting to the City the Licensee’s acceptance of the City’s estimate of Work and payment, in advance, in accordance with the timelines set forth in Sections 5.2.1 through 5.2.6 or 5.3 to reimburse the City for the total estimated Pole modification or replacement costs and expenses, including, without limitation, the costs of installing new Poles, plus the expenses of replacing or transferring the City’s electric and/or fiber optics utility facilities from the old Poles to the new Poles, the City may, at its option, replace the Poles with suitable Poles. The Licensee will reimburse the joint owner(s) of certain Poles and/or any existing licensee for any expense incurred by each of them in relocating their facilities from the existing Poles to the new Poles. Upon the completion of Make-Ready Work, the City will prepare and submit a final billing for DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 22     reimbursement by the Licensee to the City for the final Pole replacement costs, including, without limitation, the costs of the new Pole, the labor associated with the transfer or rearrangement of the facilities of the joint owner(s) of Poles and/or other license holders, the cost of removing the old Poles, and other matters itemized on the bill. In the alternative, the City may permit the Licensee to replace any Pole in accordance with terms and conditions mutually agreed to by the City, the joint owner(s) of certain Poles and any existing licensee thereof. 5.8.4 The City shall determine or otherwise specify the point of attachment on each Pole and/or the point of entry in each Conduit to be occupied by the Licensee Facilities after consultation with the Licensee. Information regarding the Licensee’s preferred point(s) of attachment or entry will be included on each Application. 5.8.5 The Licensee shall notify the City in the Application at least thirty (30) Days before the Licensee will add to, relocate, replace or otherwise modify the Licensee Facilities attached to a Pole or occupying a Conduit, where additional space or holding capacity shall be required on either a temporary or permanent basis. 6.0 COSTS AND FEES 6.1 Payment of Costs and Fees. In consideration of the City’s grant of a non-exclusive license to the Licensee under this Agreement, during the Initial Term and the Extension Term, if any, the Licensee shall pay to the City the Initial/One-Time Costs and Fees, the Annual Costs and Fees, and any Additional Costs and Fees, all of which are described with more particularity in Exhibit “C,” and will be set forth in a City invoice or the applicable Supplement. 6.1.1 Invoices. Unless an alternate process is specified in this Agreement, the City will prepare and deliver to the Licensee an invoice for all Costs and Fees for the privilege of accessing and using the City-controlled spaces on the Poles and/or in the Conduits, including for Initial/One-Time Costs and Fees, Annual Costs and Fees, Additional Costs and Fees, or for any other Costs and Fees due and payable under this Agreement. At a minimum, the City will invoice for Costs and Fees thirty (30) days in advance of the due date for such payments. (i) The amounts shall be due and payable on the date specified in such invoice, or where not specified on such invoice or elsewhere in this Agreement within thirty (30) Days of the invoice date. Any invoice that is not paid in a timely manner shall be assessed a late fee with respect to the overdue sum, which shall be due and payable with the invoice. (ii) The Licensee shall pay amounts not then in dispute. As to any amount subsequently determined to be due and payable, the Licensee shall promptly pay such amount and the applicable late fee with the invoice. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 23     6.1.2 Delivery of Payment. Unless otherwise specified, all payments shall be made payable by check, draft or other negotiable instrument to the “City of Palo Alto” and delivered to the address set forth in Article 18.0. 6.2 Failure to Pay. The Licensee’s failure to pay any Costs and Fees under this Agreement, including the Initial/One-Time Cost and Fees, the Annual Costs and Fees, and any Additional Costs and Fees, or any costs associated with termination or abandonment of Licensee Facilities as provided for in this Agreement when they shall become due, shall constitute a default by the Licensee under this Agreement; provided, however, the Licensee shall have the right to cure a monetary default in accordance with Article 16.0 and the right to dispute the amount of any Costs or Fees in accordance with Article 17.0. The Licensee’s obligation to pay Costs and Fees due to City, including the Annual Costs and Fees and any Additional Costs and Fees existing as of the effective date of early termination or expiration of this Agreement shall survive the expiration or earlier termination of this Agreement. 6.3 Timing of Payment. 6.3.1 Initial/One Time Costs and Fees. Payment for Initial/One Time Costs and Fees will be submitted as provided for in section 5 of this Agreement, Exhibit “G” and the applicable invoice and Supplement, a summary of which is provided below: invoice. (i) Preparatory Work Fee: Within thirty (30) Days of date of City (ii) Make-Ready Engineering Work Fee: Within thirty (30) Days of date of City invoice. (iii) Make-Ready Construction Work Fee: On the date set forth in the applicable Supplement; provided, however, that the Make-Ready Construction Work Fee will be paid prior to the start of Make-Ready Construction Work; 6.3.2 Annual Costs and Fees. (i) Year one: The Annual Costs and Fees for the first year shall be due and payable to the City within sixty (60) Days of the Payment Commencement Date specified in the applicable Supplement. For the first year, the Annual Costs and Fees shall be prorated, as of the Payment Commencement Date through December 31st of the first year. (ii) Subsequent years. Unless otherwise provided by the applicable Supplement or by Law or mutually agreed to by the Parties, the Annual Costs and Fees for subsequent years shall be payable thereafter annually, in advance, by the January 1st of each year (however, if the Payment Commencement Date is in November or DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 24     December, Licensee shall have sixty (60) Days from the Payment Commencement Date to pay the 2nd years Annual Costs and Fees) so long as the Supplement remains in effect during the Initial Term and the Extension Term, if any. The City will invoice Licensee for Annual Costs and Fees in accordance with section 6.1.1. (iii) Except as expressly provided in the Supplements, the Annual Costs and Fees shall not be adjusted in the event that the Licensee removes or reduce the fibers, wires, cables or wireless facilities, or removes the wireless facilities attachments during any calendar year, whenever the adjustment or removal is effected and the Annual Costs and Fees have been paid. The City shall increase the sum total of all Annual Costs and Fees payable to the City, whenever the Licensee installs additional fibers, wires, cables or wireless facilities, in accordance with the adjustment formula specified in the Supplements or by Law. Such increased costs shall be documented in an amendment to the applicable Supplement. (iv) In addition to the Costs and Fees referred to in this section, the Licensee shall be obligated to pay the City for any uncollected Annual Costs and Fees which may be otherwise due and payable by the Licensee thru the current calendar year on account of its early termination without cause of this Agreement. 6.3.3 Additional Costs and Fees. Payment for Additional Costs and Fees (if any) will be submitted as provided for in accordance with applicable invoices, Supplements, the Provisions and Law. 7.0 CONSTRUCTION AND INSTALLATION OF THE LICENSEE FACILITIES 7.1 Make-Ready Work by City. The City shall perform its Make-Ready Work in regard to the City Facilities before the City or the Licensee can perform the Make-Ready Work in regard to the Licensee Facilities, unless the Parties otherwise agree. Nothing herein shall prohibit the City from authorizing the Licensee to perform the City’s Make-Ready Work in accordance with City requirements. The Licensee will pay the City’s Costs for the services rendered by the City and/or CPAU to the Licensee in accordance with this Article 7.0. 7.1.1 The City may install or add electrical switches in order to accommodate the Licensee Facilities within or above the electric utility space on the Poles at the Licensee’s sole cost and expense. 7.1.2 The City will trim and cut trees, shrubbery and other vegetation necessary for the proper operation of its utility infrastructure. 7.1.3 Whenever the City deems it necessary to remove or relocate the Licensee Facilities, or any part thereof, pursuant to the lawful exercise of its governmental or proprietary rights and powers, the City will issue timely notice to the DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 25     Licensee to permit the Licensee to secure the necessary approvals or authorizations, before the removal or relocation may commence. 7.1.4 Within the periods of time reasonably established by the City, the Licensee, at its sole cost and expense, shall construct, install, maintain, remove and relocate the Licensee Facilities in the manner authorized by this Agreement or by Law and in a safe manner, as not to physically or electrically interfere with the City Facilities or the facilities of the joint owner(s) of certain Poles and/or any existing licensee. 7.2 Facilities Relocation. At the request of the City, acting in accordance with Law, including the provisions of Chapter 12.16 of the Palo Alto Municipal Code, the Licensee shall relocate the Licensee Facilities in aerial locations to underground locations in accordance with Law, including, without limitation, any Law which applies to any dominant or non-dominant telephone corporation, as such term is defined in Section 234 of the California Public Utilities Code. In such event and to the extent permitted by the City, the Licensee may elect to relocate the Licensee Facilities, which are wireless facilities, affected thereby to any other available Pole, including a Streetlight Pole, as practicable, subject to the Provisions. If there is not available any other Utility Pole or a Streetlight Pole, then the City will endeavor to accommodate the Licensee’s request to either relocate, at the Licensee’s sole cost and expense, the Licensee Facilities, which are wireless facilities, or part thereof, to the nearest available Utility Pole or a Streetlight Pole or to a new Utility Pole or a Streetlight Pole to the extent the City can accommodate the Licensee’s requirements, which will be located in the Public Rights-of-Way or Public Utility Easements outside of the underground utility district in question. 7.3 Work in Electric Utility Space. Notwithstanding any other Provision in this Agreement to the contrary, no approval or authorization issued to the Licensee, that would allow the attachment of the Licensee Facilities to any Pole, shall allow the Licensee to encroach upon, perform any work, or attach and/or install the Licensee Facilities to the electric utility space on any Pole or in any Conduit, unless it is expressly permitted, in writing, by the Utilities Director. Any attachment and/or installation within the City’s electric utility space on a Pole or in a Conduit shall be performed by the City, at the Licensee’s cost and expense, unless the Licensee is otherwise permitted, in writing, by the Utilities Director to perform such work in accordance with the timelines set forth in this Agreement and Sections 5.1(A) through (G). The terms and conditions under which the Licensee or the Person representing the Licensee may be permitted, in writing, to work within the electric utility space of a Pole and a Conduit are set forth in Exhibits “D” and “E,” respectively. The Licensee will be permitted to place one or more additional Licensee Facilities onto an existing cable or strand that constitutes a part of the City Facilities subject only to availability as determined by the City and in compliance with prevailing industry safety standards. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 26     7.3.1 In the event that a Pole must be replaced to accommodate the Licensee Facilities, to the extent that the Licensee is authorized to perform such work, the Licensee shall conform to the Pole replacement requirements of the City, as set forth in Exhibit “F.” 7.4 Coordination of Work. In the event of a service outage affecting both the City Facilities and the Licensee Facilities, subject to the City’s reasonable exercise of discretion, the Licensee shall be entitled to maintain and repair the Licensee Facilities concurrently with the City’s maintenance and repair of the City Facilities. The Parties agree to work cooperatively with each other while affecting the maintenance and repairs of their respective facilities. 7.5 Facilities Removal. The Licensee, at its sole cost and expense, will permanently remove the Licensee Facilities from any Pole and/or Conduit within ninety (90) Days of the expiration or termination of the respective Supplement or this Agreement, as applicable, unless the Parties otherwise agree, in writing. The Licensee shall be liable to the City for the payment of all Costs and Fees and any Additional Costs and Fees until all of the Licensee Facilities are permanently removed. This Provision shall survive the expiration or earlier termination of this Agreement. 7.5.1 No proration or refund of any Annual Cost or Fee will be due and payable by the City to the Licensee on account of such removal on a permanent basis; provided, however, the City will not charge any Annual Cost or Fee attributable to the Licensee Facilities for the first calendar year commencing after their proper removal. Should the Licensee thereafter wish to make attachments or placements to such Poles and/or occupancy of such Conduits, it shall apply for and obtain the required authorizations and approvals. 7.5.2 Whenever the Licensee Facilities are removed from the City Facilities, no reattachment to the same Pole or insertion in the same Conduit may be made until: (a) the Licensee has first complied with the Provisions as though no such Pole Attachment and/or Conduit Occupancy had previously been made; and (b) all undisputed Costs and Fees and Additional Costs and Fees due and payable to the City for such previous Pole Attachment and/or Conduit Occupancy have been paid in full. 7.6 Notices to City. The Licensee shall inform the City, in writing, of the dates on which the removal of the Licensee Facilities has been completed. The City reserves the right to inspect each new attachment and/or installation, as conditions may warrant, and the Licensee shall reimburse the City for the Costs of such inspections at the rate per worker-hour then in effect. The surveys and inspections, whether or not made, shall not operate to relieve the Licensee of any responsibility, obligation or liability assumed under this Agreement or imposed by Law. Nothing in this Agreement shall be construed to obligate the Licensee to pay for inspections by the City of the City Facilities, made in the ordinary course of business. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 27     8.0 MOVING THE LICENSEE FACILITIES 8.1 Temporary Removal of Facilities. The Licensee will move or transfer or cause the removal or transfer of the Licensee Facilities on a temporary, non-permanent basis, whenever the City will move or replace the City Facilities. Except as otherwise required by the City, within the time required by Law or, if no such Law exists, thirty (30) Days of receipt of written notification by the City, the Licensee shall move or transfer or cause the removal or transfer of the Licensee Facilities in a workmanlike manner in accordance with the Licensee’s specifications, if those specifications are timely furnished to and subsequently approved by the City, in advance, and, if not, then in accordance with Law and the Provisions. Such movement or transfer by or for the Licensee will be performed only in the common operating areas served by the Parties. If the Licensee Facilities are not moved or transferred within the required period of time, the City may remove or transfer or cause the removal or transfer of the Licensee Facilities on behalf of the Licensee at the Licensee’s sole cost and expense. The Licensee shall pay the City, upon demand, the City’s actual Costs of removal or transfer, and this obligation shall survive the termination or revocation hereof. 9.0 INSPECTION OF THE LICENSEE FACILITIES 9.1 Inspection by City. The City reserves the right to inspect the Licensee Facilities at the time of Pole Attachment and/or Conduit Occupancy and to thereafter make reasonable periodic inspections of any part of the Licensee Facilities that are attached to Poles or installed in Conduits. The frequency and extent of such inspections by the City shall be reasonably established by the City. The Licensee shall reimburse the City for the Costs of any inspections performed by the City that may be made necessary by the Licensee’s actions or as reasonably determined by the City. The obligation to pay shall survive the expiration or earlier termination of this Agreement. 9.1.1 The City shall provide the Licensee with not less than ten (10) Business Days’ prior written notice before conducting the periodic inspections. The preceding sentence notwithstanding, where, in the sole judgment of the City Manager, the public health, safety and welfare considerations warrant an immediate or prompt inspection, the City may conduct such inspection without furnishing any prior written notice to the Licensee. 9.1.2 The City’s conduct of periodic inspections, or the failure to so conduct, shall not operate to impose upon the City any liability of any kind whatsoever, nor relieve the Licensee of any responsibility, obligations or liability assigned to the Licensee by this Agreement or by Law. 10.0 UNAUTHORIZED ATTACHMENT OR OCCUPANCY DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 28     10.1 Unauthorized Access. If, during the Initial Term or the Extension Term, if any, the City determines that the Licensee Facilities have been attached to or occupy the City Facilities, for which no Supplement was executed and no authorization or approval by the City was issued to the Licensee, the City may audit the Licensee’s records regarding such attachments and occupancies. Without prejudice to its legal rights or equitable remedies made available by this Agreement or by Law, the City may impose Costs and other financial requirements not otherwise prohibited by Law, which Costs for each unauthorized Pole Attachment or Conduit Occupancy will not exceed the lesser of an amount equal to five (5) times the Annual Costs and Fees referred to in Section 6.1, for the type of Licensee Facilities that are attached without authorization, or the sum of ten thousand dollars ($10,000) or such other sum established by Law. The failure to pay any such Costs shall be subject to the same Provisions set forth in Article 6.0 pertaining to unpaid amounts then due and payable to the City. 10.1.1 The Licensee shall submit, in writing, to the City within ten (10) Days after receipt of the City’s written notice of the unauthorized attachment or occupancy, a statement concerning the unauthorized action purportedly taken by the Licensee and shall promptly submit an Application pertaining to the unauthorized Pole Attachment or Conduit Occupancy. If the completed Application is not received by the City within the time period specified in the notice of unauthorized attachment or occupancy, the City may require the Licensee to remove its unauthorized attachment or occupancy within ten (10) Days of the date on which such Application shall be due, or the City may remove the Licensee Facilities or portion thereof without liability, and the cost and expense of such removal shall be borne by the Licensee. The obligation to pay shall survive the expiration or earlier termination of this Agreement. 10.2 No Implied Ratification. No action or inaction by the City with respect to the unauthorized use of any Pole or Conduit by the Licensee shall be deemed to be a ratification of the unauthorized use. 11.0 INSTALLATION AND REPLACEMENT OF THE LICENSEE FACILITIES 11.1 Lack of Access. Except as otherwise provided by Law, the City reserves the right to refuse to approve or authorize an Application, or access to particular Poles and/or Conduits in an Application, for any of the reasons set forth in Sections 3.2, 3.3 or 3.5, or whenever the City determines that the available City- controlled spaces on Poles or in Conduits are required for the reasons set forth in Section 3.2. The City Facilities, at the City’s discretion, may be rearranged or replaced to accommodate the Licensee Facilities, as practicable. If the City denies the Licensee access to and use of the City Facilities in question pursuant to this Section 11.1, the City will use reasonable efforts to identify one or more alternative locations at which the Licensee may attach and/or occupy the Licensee Facilities, including, without DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 29     limitation, at the Licensee’s sole cost and expense the placement of a new Pole or Conduit. 11.2 Preparatory Work. The Licensee acknowledges that Preparatory Work, consisting of an engineering survey and other related review and analysis, by the City will be required to determine the load adequacy of the existing Poles and/or the capacity of the Conduits to accommodate the Licensee Facilities, unless the City authorizes, in writing, the Licensee to perform the engineering survey and related work. The City may require the Licensee to provide its preliminary load calculations. The City also will take into account all engineering and other safety- related considerations in determining the utilization of the existing available capacity of an anchor or ability to accommodate an extension, when such utilization does not result in a reduction of the holding capacity below the level normally required by the City for safety or other purposes. 11.2.1 Except as otherwise determined by the City, the field inspection portion of the Preparatory Work will be performed by the Licensee, at its sole cost and expense, as may be reasonably required by the City. The City, the joint owner(s) of certain Poles, or any existing licensee may participate in the field inspection at its own cost and expense. The administrative processing portion of the Preparatory Work’s work order, the coordination of the Work requirements, and the schedule with the joint owner(s) of certain Poles and/or any existing licensee will be performed by the Licensee, at its sole cost and expense, as may be reasonably required by the City. 11.2.2 Before the Licensee may perform any portion of the Preparatory Work and before the City will be required to review any Application, the Licensee shall submit the required Costs and Fees with the Application or at such other time as may be established by the City. If a nonrefundable deposit is required by the City in order for the Licensee to conduct the Preparatory Work, this deposit will be applied to the cost of the Preparatory Work and/or the total cost of the job to the extent of the City’s participation or to future payments that the Licensee shall owe to the City. Upon receipt of the Application and the deposit, the City will notify the Licensee, in writing, of the estimated charges that will apply, should the City’s participation be required. The Licensee’s failure to respond within the specified period will be a ground for canceling the applicable Application and forfeiting the non-refundable deposit. 11.3 Make-Ready Work. The City, acting by the Utilities Director, will perform the Make-Ready Work for the Licensee Facilities, unless the City authorizes the Licensee to perform such Work under terms and conditions established by the City. If the City performs the Make-Ready Work, the Licensee shall pay the City for the Costs of such Make-Ready Work, and shall also reimburse the City for any other Cost that the City may incur for transferring or rearranging the facilities of the joint owner(s) of certain Poles and/or any existing licensee that are attached to the City Facilities, or part thereof, and for any such Costs incurred by the City, the joint DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 30     owner(s) of certain Poles, and/or any existing licensee, in transferring or rearranging their facilities to accommodate the Licensee’s requests. The Licensee shall not be entitled to any monies paid to the City for Pole Attachments and/or Conduit Occupancies by reason of the use by the City, the joint owner(s) of certain Poles and/or other licensee, of any additional capacity on such Pole or in such Conduit resulting from such replacement or rearrangement. The City may require the Licensee to obtain the services of a City-pre-approved, pre-authorized and pre-qualified contractor to perform the transfers, rearrangements and/or replacements of facilities. If the City authorizes the Licensee to do the Work, the City reserves the right to inspect such performance of Work. The performance of such Work shall not commence in the absence of the City’s inspectors, who will be made available on a timely basis. All materials, equipment and/or work methods and practices shall be approved by the City prior to the commencement of the Work. Notwithstanding Section 3.6, the Licensee shall be responsible for liability, losses and damages suffered by the City that may result from the Licensee’s failure to comply with the Provisions or otherwise resulting from the Licensee’s attachment, installation, operation, repair or maintenance of the Licensee Facilities. 11.4 Project Collaboration. Should the City in the exercise of its right to provide utility service to its customers, or to provide street lights or traffic lights, need to attach additional facilities to any Pole and/or Conduit to which Licensee is attached or has occupied, and wishes to avail itself of the holding capacity of an anchor being utilized by the Licensee, or needs to use the Conduits occupied by the Licensee, the Licensee will either rearrange the Licensee Facilities in, on or about the designated Pole(s) and/or Conduit(s), or if such rearrangement cannot be accomplished, transfer them to replacement Pole(s) and/or Conduit(s), as determined by the City, so that the additional facilities of the City shall be accommodated. The costs and expenses of such rearrangement and/or transfer will be borne by and at the sole expense of the Licensee. 11.5 City Obligations. Subject to Section 7.1, in performing Make- Ready Work to accommodate the Licensee Facilities, the City will use reasonable efforts to include such work in its normal work load schedule to the extent that its actions exercised in its governmental and propriety capacities are not adversely affected. 11.6 Cost Sharing. Except as otherwise provided herein, all Costs and capital investments subject to reimbursement shall be determined in accordance with the regular and customary methods of determining costs, expenses, and capital investments on the books and records of the City, the joint owner(s) of certain Poles and/or any existing licensees in their respective businesses. 11.6.1 The invoices for replacement, rearrangement, engineering, inspections, expenses and other charges levied or collected under this Agreement, DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 31     other than rentals for Pole Attachment or Conduit Occupancy, shall be payable within forty-five (45) Days after the date of receipt of such invoices by the Licensee. 12.0 INDEMNITY; WAIVER; RISK OF LOSS 12.1 Indemnity. The Licensee shall indemnify, protect, defend and hold harmless the City, its council members, officers, employees, and agents, from and against claims, demands, losses, damages, liabilities, fines, charges, penalties, administrative and judicial proceedings and orders, judgments, remedial actions of any kind, including the costs of any “hazardous material” (as such term is defined in Section 17.04.040(e) of the Palo Alto Municipal Code, as amended), remedial actions of any kind and all other related costs and expenses incurred in connection therewith, including, without limitation, reasonable attorneys’ fees and costs of defense, to the extent caused directly, in whole or in part, by the negligence or willful misconduct of the Licensee, its directors, officers, employees, agents, contractors, subcontractors and representatives, or arising, in whole or in part, from the Licensee’s construction, installation, operation, maintenance or repair of the Licensee Facilities, but not to the extent arising out of the negligence or willful misconduct of the City. 12.1.1 The City shall be liable only for the costs of repair to the damaged Licensee Facilities arising from the City’s sole negligence or willful misconduct, and the City shall not be otherwise responsible for any damage, loss, or liability of any kind occurring by reason of anything done or omitted to be done by the City or by any third party, including, without limitation, damages, losses, or liability arising from the City’s approval of an Application. 12.2 Waiver. The waiver by a Party of any breach or default or violation of any Provision by the other Party shall not be deemed to be a waiver or a continuing waiver by that Party of any subsequent breach or default or violation of the same or any other Provision. 12.3 Risk of Loss. The Licensee shall assume all responsibility for, and shall promptly reimburse, in full, the City, the joint owner(s) of certain Poles, any existing licensee, and/or any adjoining property owner, for any of their losses and expenses associated with damages caused, directly or indirectly, by the Licensee, its employees, agents and/or contractors to the City Facilities, including, without limitation, any Poles and Conduits or damage caused by the presence of the Licensee Facilities. The Licensee shall provide immediate notification to the other Party upon the occurrence of any such damage. 12.4 Notice to City. The Licensee shall promptly advise the City of all known claims relating to damage of property or injury to or death of persons, arising or alleged to have arisen in any manner, directly or indirectly, from the erection, maintenance, repair, replacement, operation, presence, use or removal of the Licensee Facilities. The Licensee shall promptly notify the City, in writing, of any known suits DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 32     or causes of action which involve the City and, upon request of the City, provide to the City’s insurer copies of all relevant accident reports and statements made to the Licensee or others. 13.0 INSURANCE 13.1 General. Unless the City’s insurance risk manager agrees, in writing, to accept the Licensee’s self-insurance in fulfillment of these insurance requirements, the Licensee shall obtain and maintain at all times during the Initial Term and the Extension Term, if any, commercial general liability insurance and commercial automotive liability insurance protecting the Licensee in an amount of two million dollars ($2,000,000) per occurrence (combined single limit), including death, bodily injury and property damage, and not less than two million dollars ($2,000,000) aggregate, for each personal injury or death liability, products-completed operations, and each accident. Such insurance, pursuant to ISO Form No. GC2010 or equivalent or other commercially reasonable form acceptable to the City’s insurance risk manager, shall include the City, its council members, officers, employees, and agents as an additional insured as respects liability arising out of the Licensee’s negligent performance of any Work that it performs or may be authorized to perform under this Agreement. Coverage shall be provided in accordance with the limits specified and the Provisions indicated herein. Claims-made policies are not acceptable. Such limits may be satisfied by a combination of primary and umbrella policies. Licensee will make best efforts to notify the City within 30 days of receipt of notice from its insurer regarding any cancellation or termination of any insurance policies. The Licensee shall be responsible for notifying the City of such change or cancellation. 13.2 Certificates. The Licensee shall file the required original certificate(s) of insurance with blanket additional insured endorsements with the City’s insurance risk manager, with a copy to the Utilities Director, subject to the City’s prior approval. The certificate(s) shall clearly state or provide: 13.2.1 Policy number; name of insurance company; name, address and telephone number of the agent or authorized representative; name and address of insured; project name and address; policy expiration date; and specific required coverage amounts; 13.2.2 With the certificate(s), the Licensee shall provide prior written notice of cancellation to the City that is unqualified as to the acceptance of liability for failure to notify the City; and 13.2.3 That the Licensee’s required insurance is primary as respects any other valid or collectible insurance that the City may possess, including any self- insured retentions the City may have, and any other insurance the City does possess shall be considered excess insurance only and shall not be required to contribute with this insurance. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 33     13.3 Notice. The certificate(s) of insurance with blanket additional insured endorsements and notices shall be mailed to: (a) City of Palo Alto, Utilities Department, P.O. Box 10250, Palo Alto, CA 94303, Attn.: Electrical Engineering Manager; and (b) City of Palo Alto, Public Works Department, P.O. Box 10250, Palo Alto, CA 94303, Attn.: Supervising Project Engineer. 13.4 Other Coverage. Unless the City permits the Licensee to self- insure, the Licensee shall obtain and maintain at all times during the Initial Term and the Extension Term, if any, statutory workers’ compensation and employer’s liability insurance or qualify as a self-insurer in an amount not less than one hundred thousand dollars ($100,000) or such other amounts as required by Law, and furnish the City with a certificate showing proof of such coverage. 13.5 Insurance Rating. Any insurance provider of the Licensee shall be admitted and authorized to do business in California and shall be rated at least A-:VII in Best’s Key Rating Guide. Insurance certificates issued by non-admitted insurance companies will not be acceptable to the City. 13.6 Deductibles. Prior to the execution of this Agreement, any self- insured retentions must be stated on the certificate(s) of insurance, which shall be sent to the City, and any deductibles shall be reported, in writing, to the City’s insurance risk manager. Notwithstanding the foregoing, the immediately preceding sentence shall not apply to Licensee so long as Licensee maintains a net worth of no less than $100 million, as currently evidenced by the net worth letter attached hereto as Exhibit “H” and made a part hereof. “Cross liability”, “severability of interest” or “separation of insureds” clauses shall be made a part of the commercial general liability and commercial automobile liability policies. 14.0 PERFORMANCE BOND; LETTER OF CREDIT 14.1 Posting Security. The City may require the Licensee to procure and provide the City with a surety bond (the “Bond”), naming the City as the obligee in the amount of not less than one hundred percent of the estimated cost of the Work or one hundred fifty thousand dollars ($150,000), whichever sum is greater (or such other amount as may be required by Law), to guarantee and assure the faithful performance of the Licensee’s obligations under this Agreement. The City will notify the Licensee of the date by which such Bond shall be posted. The City shall have the right to draw against the Bond in the event of a default by the Licensee or in the event that the Licensee fails to meet and fully perform any of its obligations hereunder or in accordance with the City’s exercise of its rights upon the Licensee’s abandonment of the Licensee Facilities and failure to remove them as required by this Agreement. 14.2 Replenishing Bond. Within fifteen (15) Days of receipt of written notice from the City, the Licensee shall renew or replace such sums of money as shall bring the Bond current. A failure by the Licensee to bring current the Bond DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 34     within the specified time and give the City notice thereof shall constitute a default under this Agreement. Any Bond may be canceled by the Licensee at the end of the applicable construction or installation project. The Licensee shall provide thirty (30) Days’ prior written notice of cancellation to the City. 14.3 Letter of Credit. The Licensee may provide the City with a Letter of Credit in the amount set forth in Section 14.1 and in accordance with other terms and conditions as may be agreed to by the City, if the City Manager agrees to accept the Letter of Credit in lieu of the Bond to secure the Licensee’s performance under this Agreement. 15.0 REPRESENTATIONS AND WARRANTIES 15.1 Representations and Warranties of the Parties. As of the Effective Date, each Party represents and warrants to the other Party that: 15.1.1 It is duly organized, validly existing and in good standing under the laws of the jurisdiction of its formation; 15.1.2 The execution, delivery and performance of this Agreement and the Exhibits are within its powers, have been duly authorized by all necessary action and do not violate any of its governing documents, any contracts with any joint owners to which it is a party or any Law; 15.1.3 The Agreement and the Exhibits and any other document executed and/or delivered in accordance with this Agreement constitute its legally valid and binding obligation, enforceable against it in accordance with its covenants, terms, conditions and provisions; 15.1.4 It has not filed and it is not now contemplating the filing for bankruptcy protection or, to its knowledge, any action is threatened against it which would result in it being or becoming bankrupt; 15.1.5 There is not pending or, to its knowledge, threatened against it or any of its affiliates any legal or administrative proceedings that could materially adversely affect its ability to perform its obligations under this Agreement and the Exhibits; and 15.1.6 No “event of default” or potential “event of default” with respect to it has occurred and is continuing and no such event or circumstance would occur as a result of its entering into or performing its obligations under this Agreement and the Exhibits. 15.2 Representations and Warranties of the Licensee. The Licensee represents and warrants to the City that: DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 35     15.2.1 The Licensee has all approvals, authorizations, certifications, licenses and franchises required by the CPUC, the FCC and/or any other agency to provide the Communications Service; 15.2.2 The Licensee is not aware of any facts or circumstances that would call into doubt the continuing validity of any such approvals, authorizations, certifications, licenses or franchises; 15.2.3 There is not pending or, to the Licensee’s knowledge, threatened against the Licensee or its parent corporation or any of its subsidiaries or affiliates, any legal or administrative proceedings that could materially adversely affect the validity of such licenses, authorizations or franchises; and 15.2.4 All Work to be performed by the Licensee pursuant to this Agreement will be: (i) performed in a good and workmanlike manner, consistent with any specifications and with any prevailing industry standards, applicable Laws, and the Provisions hereof, and (ii) will be free from defects. 16.0 DEFAULT; REMEDIES FOR DEFAULT 16.1 Event of Default. This Agreement may be terminated upon the occurrence of an “event of default” by a Party (the “Defaulting Party”). 16.1.1 An “event of default,” which will constitute a material breach of this Agreement if it is not cured in a timely manner as described below, means the occurrence of any of the following: (i) A representation or warranty made by a Party is false or misleading in any material respect when made; (ii) The failure to perform any material covenant, or obligation set forth in this Agreement, if such failure is not remedied within thirty (30) Days after written notice of default is given or, if such cure reasonably requires more than thirty (30) Days, fails to commence such cure within the specified period or, thereafter, fails to continue diligently such cure until completion thereof; (iii) A Party files a petition or otherwise commences or acquiesces in the commencement of a proceeding under any bankruptcy, insolvency, reorganization or similar Law, makes an assignment for the benefit of its creditors, has an administrator, receiver, trustee, conservator or similar official appointed with respect to it or any substantial portion of its property or assets, or is generally unable to pay its debts as DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 36     they fall due; (iv) Subject to the cure provisions set forth in this Agreement, including in section 6, the failure to make, when due, any undisputed payment required by this Agreement if such failure is not remedied within ten (10) Business Days after written notice of default is given; and (v) The revocation, expiration or denial of renewal, by final order or action that is no longer subject to appeal, of any license, authorization or franchise that is required by the FCC, the CPUC, and/or any other agency for the Licensee to provide Communications Service by means of the Licensee Facilities or to install or maintain or operate the Licensee Facilities in Palo Alto, if such expiration or denial prohibits the Licensee from operating the Licensee Facilities or providing Communications Service. 16.2 Remedies for Default. If an event of default occurs and is continuing with respect to the Defaulting Party, the other Party (the “Non-Defaulting Party”) will have an election of rights and remedies, in addition to all other legal rights and equitable remedies or as otherwise provided in this Agreement, to which the Non-Defaulting Party may resort cumulatively, or in the alternative: 16.2.1 The right to terminate this Agreement, or in City’s discretion, an applicable Supplement thereunder, by giving to the Defaulting Party thirty (30) Days’ prior written notice of termination, in which event this Agreement will terminate on the date set forth in the notice of termination; and 16.2.2 Any other right that is made available under applicable Laws. 16.3 Excusing Performance. A Party will be temporarily excused from the performance or further performance of any of its covenants or agreements hereunder, excepting only the obligation to pay Costs and Fees, and such Party’s nonperformance shall not be deemed an event of default under this Agreement for any period, to the extent, but only to the extent, that such Party is prevented, hindered or delayed for any period of time not in excess of thirty (30) Days from performing any of its covenants or agreements, in whole or in part, as a result of a Force Majeure event, including, without limitation, any denial of access to the City Facilities in order to engage in the Work. The Parties hereby agree to use reasonable efforts to remedy the effects caused by the occurrence of the Force Majeure event giving rise to a Party’s temporary nonperformance of its obligations, covenants or agreements under this Agreement. A Party will provide notice promptly to the other Party to the extent that Party relies on the provisions of this Section to temporarily excuse its failure to perform any of its covenants or agreements hereunder. 17.0 DISPUTE RESOLUTION DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 37     17.1 Informal Process. If a dispute between the Parties arises in regard to this Agreement or any Exhibit (the “Dispute”), the following procedure will govern the resolution of the Dispute: 17.1.1 the Parties will nominate their respective representatives to be responsible for and exercise the appropriate authority to resolve all Disputes hereunder for the fourteen-day resolution period of time set forth below; and 17.1.2 if the Dispute remains unresolved within such fourteen-day period, before either Party may resort to the process described in Sections 17.3 and 17.4, either Party may refer the Dispute, in writing, for final settlement to a senior principal, vice-president or other officer of the Licensee and the City Manager, who will jointly convene within ten (10) Days of receipt of a referral request and use reasonable efforts to consider and resolve the Dispute. 17.1.3 The Parties will ensure that their respective representatives confer for a period of fourteen (14) days from the date of referral by either Party. If final resolution cannot be achieved, the Parties may resort to the procedures described in Sections 17.3 and 17.4 hereunder. 17.2 No Bar to Other Relief. Nothing contained in this Agreement will prevent or otherwise restrict either Party from pursuing its rights at law or in equity, including injunctive relief and specific performance, in the event of a default and a material breach by the other Party. 17.3 Mediation. In the event of a Dispute, either Party may, by notice to the other Party (the “Mediation Notice”), request that such Dispute be submitted to non-binding mediation in Palo Alto, California, with a mediator acceptable to the Parties. If such mediation does not result in a settlement of the Dispute within one hundred eighty (180) Days from the date of the Mediation Notice, either Party may request that such matter be submitted to non-binding arbitration in Palo Alto, California, under the rules of the American Arbitration Association. Action of any kind by either Party arising out of this Agreement must be commenced within one (1) year from the date the right, claim, demand or cause of action first arises. 17.4 Continuation of Rights. Notwithstanding anything to the contrary set forth herein, in no event will the City interrupt or suspend or terminate the Licensee’s rights granted under this Agreement or perform any action that prevents, impedes, or reduces in any way the Licensee’s rights to conduct its authorized, certificated or licensed services, unless: 17.4.1 the authority to do so is granted to the City by this Agreement or by Law or conferred by a court of competent jurisdiction; 17.4.2 this Agreement has been validly terminated in accordance with DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 38     this Agreement; or 17.4.3 the Licensee has failed to pay the City any undisputed invoice that is past due in excess of thirty (30) Days after receiving a delinquency notice from the City. 17.5 Immediate Relief. Nothing in this Agreement shall be deemed or construed to prohibit a Party from obtaining judicial, regulatory or other relief necessary in order to preserve the status quo or prevent the loss or violation of that Party’s rights. 18.0 NOTICES All notices which shall or may be given pursuant to this Agreement shall be given, in writing, and shall be deemed validly given if delivered or sent by certified mail, return receipt request or by commercial courier, provided the commercial courier’s regular business is delivery service, and addressed, as follows: CITY: City of Palo Alto Department of Utilities P. O. Box 10250 Palo Alto, CA 94303 Attn.: Director of Utilities CITY: City of Palo Alto Department of Public Works P. O. Box 10250 Palo Alto, CA 94303 Attn.: Director of Public Works Copy to: City of Palo Alto P. O. Box 10250 Palo Alto, CA 94303 Attn.: City Clerk Copy to: City of Palo Alto P. O. Box 10250 Palo Alto, CA 94303 Attn.: City Attorney Any notice to be sent to the City Manager or City Attorney shall be sent to the same post office box referred to above. LICENSEE: Astound Broadband, LLC DBA Wave 401 Parkplace Center, Suite 500 Kirkland, Washington 98033 Attn: James A. Penney DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 39     19.0 MISCELLANEOUS PROVISIONS 19.1 Amendments. This Agreement may not be amended except pursuant to a written instrument signed by the Parties. 19.2 Assignment. This Agreement is personal to only the Licensee and no other Person. The Licensee may not directly or indirectly assign, transfer or convey to another Person this license or any of the rights and obligations of the Licensee established by this Agreement. Any assignment or transfer of this Agreement or any Supplement shall be void, and the City may terminate this Agreement if the Licensee attempts to assign or transfer this Agreement without compliance hereof. The preceding sentences of this Section 19.2 notwithstanding, the Licensee may assign or transfer this Agreement to its parent corporation or any subsidiary corporation or affiliate or successor in interest, provided that such parent corporation, subsidiary corporation or affiliate or successor in interest first agrees, in writing, to be fully bound by this Agreement and the Exhibits and to assume all of the Licensee’s obligations and liabilities hereunder, whether arising before or after the date of such assignment or transfer. 19.3 Attorneys’ Fees. Each Party in any litigation, including mediation, regarding this Agreement will bear its own costs and expenses of suit, including, without limitation, reasonable attorneys’ fees. 19.4 Counterparts. This Agreement may be executed in any number of counterparts, each of which shall be an original, but all of which together shall constitute one and the same instrument. 19.5 Entire Agreement. This Agreement contains the entire understanding between the Parties with respect to the subject matter herein. There are no representations, warranties, agreements or understandings (whether oral or written) between the Parties relating to the subject matter hereof which are not fully expressed herein. 19.6 Exhibits. As of the Effective Date, all exhibits referred to in this Agreement and any addenda, attachments, Supplement(s) and schedules which may, from time to time, be referred to in any duly executed amendment to this Agreement are by such reference incorporated in this Agreement and shall be deemed a part hereof. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 40     19.7 Governing Law. This Agreement shall be governed by and construed in accordance with the Laws of the State of California without regard to its conflicts of laws rules or principles. 19.8 Headings. The headings hereof are inserted for convenience of reference only, are not a part hereof and shall have no effect on the construction or interpretation hereof. 19.9 Independent Contractor. Each Party acts as an independent contractor and not as an employee of the other Party. Nothing in this Agreement shall be construed to establish a partnership, joint venture, group, pool, syndicate or agency relationship between the City and the Licensee. 19.10 Resolving Conflicting Provisions. To the extent the Provisions and any other authorizations and approvals required to be obtained by the Licensee from the City are in conflict, the Provisions of the Agreement, authorizations and approvals which impose(s) the higher or greater legal duty or obligation upon the Licensee shall take precedence. 19.11 Rules of Construction. Each Party and its counsel have reviewed this Agreement. Accordingly, the normal rule of construction to the effect that any ambiguities are to be resolved against the drafting party shall not be employed in the construction and interpretation hereof. 19.12 Severability. If a court of competent jurisdiction finds or rules that a Provision of this Agreement or any amendment thereto is void or unenforceable, the unaffected Provisions of this Agreement and any amendments thereto will remain in full force and effect. 19.13 Successors and Assigns. This Agreement shall be binding upon and inure to the benefit of the lawful successors and permitted assignees of the Parties. 19.14 Time of Action. For the purposes hereof, the time in which an act is to be performed shall be computed by excluding the first Day and including the last. If the time in which an act is to be performed falls on a Saturday, Sunday, or any Day observed as an official holiday by the City, the time for performance shall be extended to the following Business Day. 19.15 Venue. In the event that suit is brought by a Party, the Parties agree that trial of such action shall be vested exclusively in the state courts of California, County of Santa Clara, or, assuming jurisdiction is otherwise proper, in the United States District Court, Northern District of California, in the County of Santa Clara. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 41     19.16 Waiver of Lien Rights. The City waives any lien rights that it may have in the Licensee Facilities, which shall be deemed personal property for purposes of this Agreement regardless of whether or not the same is deemed real property, fixtures or attachments thereto, or personal property by Law. Subject to and as limited by the Provisions, the City grants the Licensee and the Licensee’s mortgagee the right to remove or cause the removal of the Licensee Facilities from time to time, whether before or after a default by the Licensee under this Agreement, in the discretion of the Licensee or the Licensee’s mortgagee. [Signature page follows] DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. 42     IN WITNESS WHEREOF, this Agreement shall be deemed duly executed by the Parties in Palo Alto, County of Santa Clara, State of California, as of the Effective Date. APPROVED AS TO FORM CITY OF PALO ALTO Senior Deputy City Attorney City Manager ATTEST: Director of Utilities Director of Public Works Astound Broadband, LLC DBA Wave By: Name: Title: Date: DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Executive Vice President - Legal 4/18/2017 Byron Springer   ATTACHMENT B   Contract No. EXHIBITS In accordance with Section 19.6 of the Master License Agreement between the City and the Licensee (the “Agreement”), Exhibits A through H, inclusive, any new exhibits hereinafter existing and any amendments thereto, are hereby incorporated in and made a part of the Agreement. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. A-1     Exhibit “A” Licensee Wireless Identification Registration Number: Not Applicable DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. B-1     Exhibit “B” Form of Supplement This Supplement (“Supplement No. ”), made this day of , 20 (“Supplement Effective Date”) between the City of Palo Alto, a California chartered municipal corporation (“City”) and Astound Broadband, LLC, d/b/a Wave, with its principal offices at 401 Parkplace Center, Suite 500, Kirkland, WA 98033 (“Licensee”). This Supplement is governed by the provisions of the that certain Master License Agreement for Use of City Controlled Space on Utility Poles, Streetlight Poles and Conduits between the City and Licensee dated , 2016 ("Agreement"), and this Supplement is incorporated into the Agreement. 1. Description and Location of Licensee Facilities. A description of the Licensee Facilities and locations of such Licensee Facilities is attached hereto as Exhibit “1”. Unless the City elects to accept alternative documentation, the Description and Location of Licensee Facilities in Exhibit “1” shall include City-approved versions of the attachments to the Processing Request Application (in substantially the form of Exhibit “G” to the Agreement) submitted by Licensee. 2. Term. The term of this Supplement shall be as set forth in Section 2.1.3 of the Agreement. 3. Fees and Costs. The Fees and Costs paid by Licensee and those that remain due and payable are outlined in Exhibit 2 attached to this Supplement. Exhibit 2 includes all Initial/One Time Costs and Fees, Annual Costs and Fees and Additional Costs and Fees associated with Licensee Facilities identified pursuant to Section 1 of this Supplement. 4. [RESERVED for Supplement-Specific Provisions] [Signature page follows] DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. B-2     IN WITNESS THEREOF, the Parties hereto have caused this Supplement to be legally executed in duplicate as of the Supplement Effective Date. CITY: CITY OF PALO ALTO By: Name: Title: APPROVED AS TO FORM CITY ATTORNEY’S OFFICE BY: Senior Deputy City Attorney LICENSEE: Astound Broadband, LLC dba Wave By: Name: Time: Exhibits: Exhibit “1” – Description and Location of Licensee Facilities Exhibit “2” – Description of Fees and Costs DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. B-3     Form of Exhibit “1” to Supplement No. Description and Location of Licensee Facilities [to be Attached To City-spaces on Poles and/or Installed in City Conduits] Pursuant to the terms of the Agreement, Licensee is authorized to install the Licensee Facilities described, at the locations in the documentation attached to this Exhibit 1. [Documentation required by section 1 of the Supplement to be attached] DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. B-4     Form of Exhibit “2” to Supplement No. Costs and Fees INITIAL/ONE-TIME COSTS AND FEES CHARGE DESCRIPTION AMOUNT STATUS Preparatory Work Fee [to be specified by City] PAID Make-Ready Engineering Work Fee [to be specified by City] PAID Make-Ready Construction Work Fee (less credit for Preparatory Work Fee, Make-Ready Engineering Work Fee paid to City) [to be specified by City] Due 60 days following the Supplement Effective Date, and prior to start of any construction TOTAL: Initial/One Time Costs and Fees: ANNUAL COST AND FEES Payment Commencement Date: CHARGE DESCRIPTION ANNUAL AMOUNT DUE DATE Wires Facilities Attachment Fee [to be specified by City] Due 60 days following the Payment Commencement Date in Year 1, January 1st each year thereafter. Wireless Facilities Attachment Fee [to be specified by City] Due 60 days following the Payment Commencement Date in Year 1, January 1st each year thereafter. Conduit Occupancy Fees [to be specified by City] Due 60 days following the Payment Commencement Date in Year 1, January 1st each year thereafter. Other Licensee Facility [to be specified by City] Due 60 days following the Payment Commencement Date in Year 1, January 1st each year thereafter. TOTAL: Annual Costs and Fees: DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. B-5     ADDITIONAL COSTS AND FEES (if applicable) CHARGE DESCRIPTION AMOUNT DUE DATE Other City Service Fees (if applicable) [to be specified by City] 60 days following the Payment Commencement Date Electric Service Charges (if applicable) [to be specified by City] 60 days following the Payment Commencement Date TOTAL: Additional Costs and Fees: DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. C-1     Exhibit “C” Fees and Costs A. INITIAL/ONE-TIME COSTS AND FEES. 1. The Licensee shall pay the City for its Costs and Fees of preparing the City Facilities (the City’s overhead and underground facilities) for each new or modified Pole Attachment or Conduit Occupancy as specified in this Exhibit “C”. 2. Initial/One-Time Costs and Fees include Preparatory Work Fees, Make- Ready Engineering Work Fees and Make-Ready Construction Work Fees and are a one- time charge for each Licensee Facility, as provided for below and in the City’s Rules and Regulations. (a) PREPARATORY WORK FEES. Licensee will pay City a non- refundable Preparatory Work Fee. The Preparatory Work Fee will depend on the specific nature of the Licensee Facilities, but may include, without limitation, the following: Charge: Processing Charge Description: The actual cost incurred for performing preliminary field investigation to review pole attachment or conduit usage submittal. Price: Total Cost (b) MAKE-READY WORK FEES. If Licensee elects to proceed with installation of Licensee Facilities, Licensee will pay City non-refundable Make-Ready Work Fees, which include the Make-Ready Engineering Work Fees and the Make-Ready Construction Work Fees set forth below. (i) MAKE-READY ENGINEERING WORK FEES. Make-Ready Work Engineering Fees depend on the specific nature of the Licensee Facilities, but may include, without limitation, Costs and Fees associated with engineering Make-Ready Work and the following: Charge: Engineering Charge Description: The actual costs incurred by the City for reviewing contact design, designing City modifications and updating operation records. Price: Total Cost (ii) MAKE-READY CONSTRUCTION WORK FEES. Should Licensee elect to move forward with design, installation and construction of Licensee Facilities after completion of Make-Ready Engineering Work, Licensee will pay City a Make-Ready Work Construction Fee. Preparatory Work Fees and Make-Ready Work Engineering Fees DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. C-2     that are paid in full to City will be credited against Make-Ready Work Construction Fees. Make-Ready Work Fees depend on the specific nature of the Licensee Facilities, but may include, without limitation, Costs and Fees associated with construction-related Make- Ready Work and the following:  Charge: Description: Cable Attachment Charges The actual costs incurred by the City for making space  available and other modifications necessary to  accommodate each line attachment. Price: Total Cost Charge: Description: Anchor Attachment Charges The actual costs incurred by the City for making provisions  for guying the structure at the communications level. Price: Total Cost Charge: Description: Equipment Mounting Charges The actual costs incurred by the City for making space  available and other modifications necessary to  accommodate equipment (amplifiers,nodes, battery backup)  mounting. Price: Total Cost Charge: Description: Electric Service Connection Charges The costs incurred by the City for providing electric service  connection to provide power to equipment attached to the  pole shall be payable in accordance with Utility Rate  Schedule E-15. Price: Total Cost Charge: Description: Inspection Charge The actual costs incurred by the City for providing  inspection services upon completion of Make-Ready Work  and the Licensee’s equipment – typically 3 hours per pole. Price: Total Cost B. ANNUAL FEES.   The Fees applicable to Licensee Facilities attached to Poles or installed in conduit shall be as set forth in the City’s Utility Rate Schedule E-16, or, if such rate schedule is not applicable, any other applicable CPAU utility rate schedules. The City reserves the right to impose and collect different fees for the exclusive and nonexclusive occupation of the Conduits in accordance with Laws. C. ADDITIONAL COSTS AND FEES DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. C-3     1. Other City Service Fees. Where Licensee’s Facilities require City to render services beyond those identified in Sections A or B of this Exhibit C, the Fees for the City’s rendering of services in regard to the attachment or installation of the Licensee’s Facilities on Poles or in Conduits shall either be established in accordance with applicable CPAU utility rate schedules or be based on cost recovery by City. 2. Electric Service charges. The Fees, rates and charges for electric utility service consumed or used annually by the Licensee shall be as set forth in the City’s Utility Rate Schedule E-16 or, if such rate schedule is not applicable, other applicable CPAU utility rate schedules. D. ADDITONAL PAYMENT TERMS AND CONDITIONS 1. Late Payment fee. If the Licensee fails to pay the amounts of Costs and Fees due and payable within the time period required by this Agreement, then the License shall pay the greater of a late fee established by Law or the an amount equal to five percent (5%) of those amounts then due and payable. 2. Utility Rate Schedules. The utility rate schedules referred to in this Exhibit and any amendments hereto now or hereafter in effect shall be deemed incorporated herein by reference. The rates may be amended and adopted by the City in the ordinary course and scope of business. The Fees shall be subject to annual cost-of-living increases. The Fees upon commencement of the Extension Term shall be calculated in accordance with the utility rate, fees and charges applicable to Pole Attachments and Conduit Occupancy then in effect. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. D-1     Exhibit “D” Terms and Conditions Regarding Use of Pole Spaces 1. The Licensee shall be responsible for performing its own engineering analysis, which shall be submitted with the Processing Request Application – Exhibit “G”, in order to enable the City to determine where on the Pole the Licensee Facilities will be attached in compliance with CPUC GO 95, Rule 94 clearance and construction requirements. CPAU in its Make-Ready Work inspection will evaluate the Pole for its ability to accommodate all of the existing and new attachments from a clearance- and pole-loading perspective. 2. Subject to the City’s express written consent, the Licensee shall perform all attachments and installations; only qualified contractors reasonably approved by the City will be allowed to work in the Electric Utility space subject to any monitoring by City staff. 3. As there may be Make-Ready Work that needs to be performed by other parties attached to the Pole, the Licensee shall make arrangements with those other parties to move/transfer their facilities. 4. The Licensee shall remove existing “out of service” communications cable/devices to facilitate the new attachments and installations. 5. The City will approve the Licensee’s Pole Attachment and Conduit Occupancy requests over two phases. The first phase will entail ensuring the Make-Ready Work is completed in accordance with CPAU specifications. The second phase will entail permitting the Licensee to attach the Licensee Facilities to the Poles and/or installation in the Conduits. The City’s personnel will perform a final inspection after all Work is completed. 6. The Licensee shall identify the Licensee Facilities newly installed or serviced at each contact point by means of a marking method mutually agreed to by the Parties. Such identification shall be visible from ground level. The Licensee shall provide the City with a 24/7 contact phone number to enable the City to promptly report any concerns regarding the Licensee Facilities. In the event that the City should report any such concerns to the Licensee, the Licensee shall promptly respond to such call(s) and perform the required repair or correct any adverse impact to the City’s electric utility operations caused by such Licensee Facilities at no cost to the City unless the same shall be caused by the City or a party under the City’s control. 7. The City reserves the right to operate and maintain its electric utility City Facilities in order to fulfill its utility service requirements to its electric utility ratepayers or dark fiber/communications customers. The City shall not be liable to the Licensee for any interruption to the Licensee’s service or for any interference with the operation of the Licensee Facilities arising in any manner from the use of the City DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. D-2     Facilities, including the electric utility overhead facilities, by the City in accordance with this Agreement, provided that the City shall give the Licensee fifteen (15) Days’ advance notice of any non-emergency work which affects the Licensee Facilities. 8. The Licensee Facilities shall not be installed, placed, or maintained on any of the City Facilities which carries voltage of 60,000 volts or greater between the conductors. 9. If, at any time, the City deems it necessary to intentionally increase its voltage to 60,000 volts between conductors, on the Poles jointly occupied under this Agreement, the City shall give the Licensee ninety (90) Days’ prior written notice, as provided herein, of its intention to increase those voltages. 10. In the event any City Facilities occupied by the Licensee under this Agreement are to be replaced, repaired or altered, the Licensee shall, at its own sole risk and expense (except in the case of rearrangements required by third parties or City-owned commercial communications facilities), upon reasonable notice from the City, relocate or replace its Licensee Facilities or transfer them to the replacement City Facilities, as available, or perform any other work in connection with those facilities that may be required by City. 11. In the event of an emergency or other event or condition that the City determines presents an imminent danger or threat to the public health, safety or welfare, the City may remove a Pole and shall in such case immediately notify the Licensee of the action taken. The City shall make commercially reasonable efforts to notify the Licensee of the removal of its Licensee Facilities, prior to the emergency removal of those facilities. 12. The Licensee shall use due care to avoid causing damage to the City Facilities, including its electric utility overhead facilities, and the Licensee shall assume responsibility for any loss arising from such damage caused by the Licensee. The Licensee shall make an immediate report of the occurrence of any such damage to the City and shall, on demand, reimburse the City for its total cost that are incurred in making any repairs. 13. The City shall have the right to inspect each new installation of the Licensee Facilities attached to or installed in the City Facilities and to make periodic inspections at the City’s discretion as conditions may warrant. Such inspections shall not relieve the Licensee of any responsibility, obligation or liability assumed under this Agreement. 14. The Licensee, at its sole risk and expense, shall install and maintain guys and anchors as required where the Licensee’s anchorage requirements are not coincident with the City’s or the City Facilities’ existing anchorage requirements. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. D-3     15. Where the anchorage requirements of the City Facilities used by the Licensee and the City are coincident, the existing guys and anchors shall be used. 16. If the City, in accordance with accepted electric utility standards, determines that separate guys and/or anchors are necessary, the Licensee, at its sole risk and expense, shall install the new guys and/or anchors. 17. If the City, in accordance with accepted electric utility standards, determines at the time of installation of the Licensee Facilities that the existing guys and/or anchors need to be replaced on account of and due to the weight of the License Facilities to be installed, the City, at the Licensee’s sole cost and expense, shall install the new guys and/or anchors. 18. If the Licensee Facilities cause to displace or pull any reasonably serviceable Poles or anchors out of line, or damage any City Facilities or such other facilities, equipment or installations owned by the City or any other third party in any manner, the Licensee shall pay the cost of any replacements, repairs or restoration of such Poles, anchors, facilities, equipment or installations. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. E-1     Exhibit “E” Terms and Conditions Regarding Use of City Conduit 1. The Licensee shall submit a Processing Request Application – Exhibit “G” to the City, which will perform a preliminary site investigation jointly with the Licensee to determine the feasibility of the Licensee’s occupancy or use of any available Conduits. 2. No Licensee Facilities, including any cables, shall be permitted to be installed in electric pull boxes, electric vaults or Conduit that contains the City’s electric or dark fiber cables. 3. The Licensee Facilities or other cables shall be identified with durable and clearly visible tag when they are installed in Conduits. 4. For all installations, inner-duct shall be used prior to installing the Licensee Facilities or other cables. When, in the opinion of the Utilities Director, it is necessary to facilitate maintenance or the additional use of the Conduit, the City will require the Licensee to also install a divide-a-duct prior to installing the inner-duct. 5. Any pull box replacement or enlargement will be made at the Licensee’s sole cost and expense. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. F-1     Exhibit “F” Pole Replacement Requirements 1. All Poles identified by the City’s records as being deteriorated and scheduled or planned for replacement within the next twelve (12) months will be addressed as follows:  The City will advise the Applicant or the Licensee to seek another good Pole.  The Pole will be replaced by the City, but the City will not make any guarantee to complete the replacement to meet the Applicant’s or the Licensee’s desired schedule. 2. Whenever a Pole top extension will be used to mount the Licensee Facilities and whenever the Pole top is deteriorated, then the Pole shall be replaced at the Applicant’s sole cost and expense in order to accommodate the Licensee Facilities’ attachment or installation. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. G-1     Exhibit “G” Form of Processing Request Application Licensee Facility No. (for Pole Attachment/Conduit Usage) REQUEST SUBMITTED BY: FIELD INVESTIGATION CONTACT: Name: Name: Title: Title: Company: Company: Street Address: Street Address: City, State, Zip: City, State, Zip: Telephone Number: Cell Phone: Email Address: Email Address: Today’s Date: / / Project Description: Attach the following: 1. A list of Poles within the City of Palo Alto with Pole number and/or nearest street address; 2. Size and Conduit Occupancy details; 3. Size and number of pull boxes; 4. A map showing the Pole/Conduit locations; 5. Pole loading calculations; 6. Typical Installation details of equipment to be attached on the Pole; 7. Completed Electric Service Request Application (one per wireless pole attachment location; application shall include all power and attachment requests); and 8. Other: Desired completion date: / / I am submitting this Processing Request Application with the full understanding of the following conditions, including the Costs and Fees applicable to Licensee Facilities described in Exhibit “C” attached to the Agreement: 1. Upon the City’s receipt of a complete Application, the City will invoice the Licensee for a non-refundable Preparatory Work Fee. Licensee will pay the Preparatory Work Fee within thirty (30) days of receipt of the City’s invoice. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. G-2     2. Within twenty (20) days of the City’s receipt of the Preparatory Work Fee, the City will complete Preparatory Work for the Application to determine whether and where the Licensee Facilities are feasible and what Make-Ready Engineering Work will be required. 3. Within seven (7) Days of the City’s completion of the Preparatory Work, the City will notify the Licensee of the Make-Ready Engineering Work necessary for Licensee Facilities and invoice Licensee for a non-refundable Make-Ready Engineering Work Fee. 4. If Licensee elects to proceed with Licensee Facilities, within thirty (30) Days of receipt of City’s notice and invoice for Make-Ready Engineering Work Fees, Licensee will pay the Make-Ready Engineering Work Fee. Licensee’s payment of such Make-Ready Engineering Work Fees will serve as notification to City that Licensee intends to proceed with Make-Ready Engineering Work. 5. Within thirty (30) days of City’s completion of the Make-Ready Engineering Work, the City will provide the Licensee with a description of the necessary Make-Ready Construction Work for the Licensee Facilities and the Make-Ready Construction Work Fees applicable to the Licensee Facilities. Preparatory Work Fees and Make-Ready Engineering Work Fees paid by Licensee will be credited against Make-Ready Construction Work Fees. 6. If the Parties mutually agree to proceed with Make-Ready Construction Work, the Parties will execute a Supplement, substantially in the form of Exhibit “B” to this Agreement. The Supplement will: a. Set forth the non-refundable Make-Ready Construction Work Fee and due date therefore; provided, however, that the Make-Ready Construction Work Fee will be paid prior to the start of Make-Ready Construction Work; and b. Specify whether the Make-Ready Construction Work for Licensee Facilities, including the required replacement of any deteriorated Pole, will be performed by the City or the Licensee or its City-approved, qualified and licensed contractor. 7. The City will complete the Make-Ready Work for the Licensee Facilities, as needed, within one hundred five (105) Days of execution of the Supplement. For Preparatory Work Fee and Make-Ready Engineering Work Fee please do not remit any fee until you receive an invoice. Signature: Date: / / Please submit the completed form with authorized signature and direct questions to: DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. G-3     Utilities Electric Engineering City of Palo Alto Utilities 1007 Elwell Ct Palo Alto, CA 94303 Phone: (650) 566-4500 Fax: (650) 566-4536 Electric.Engineering@CityofPaloAlto.org Note that all inquiries of a legal nature must be directed in accordance with section 18 of the Agreement, including to the Office of the City Attorney, 8th Floor City Hall, 250 Hamilton Avenue, P.O. Box 10250, Palo Alto, CA 94303, Attention of Senior Deputy City Attorney, Utilities. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Contract No. H-1     Exhibit “H” Net Worth Letter See attached. DocuSign Envelope ID: 1903E578-82BF-40F1-A138-AB8DF3C8EC4F Certificate Of Completion Envelope Id: 1903E57882BF40F1A138AB8DF3C8EC4F Status: Sent Subject: Please DocuSign: Astound Broadband LLC dba Wave - Palo Alto - Pole Attachment Agreement FINAL.pdf Source Envelope: Document Pages: 63 Signatures: 1 Envelope Originator: Supplemental Document Pages: 0 Initials: 0 Rachel Chiu Certificate Pages: 5 AutoNav: Enabled EnvelopeId Stamping: Enabled Time Zone: (UTC-08:00) Pacific Time (US & Canada) Payments: 0 250 Hamilton Ave Palo Alto , CA 94301 rachel.chiu@cityofpaloalto.org IP Address: 12.220.157.20 Record Tracking Status: Original 4/18/2017 1:13:00 PM Holder: Rachel Chiu rachel.chiu@cityofpaloalto.org Location: DocuSign Signer Events Signature Timestamp Byron Springer bspringer@wavebroadband.com Executive Vice President - Legal Security Level: Email, Account Authentication (None)Using IP Address: 24.113.127.13 Sent: 4/18/2017 1:46:21 PM Viewed: 4/18/2017 4:29:19 PM Signed: 4/18/2017 4:30:07 PM Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: Jessica Mullan Jessica.Mullan@cityofpaloalto.org Jessica.Mullan@CityofPaloAlto.org City of Palo Alto Security Level: Email, Account Authentication (None) Sent: 4/18/2017 4:30:08 PM Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: Ed Shikada Ed.Shikada@cityofpaloalto.org Security Level: Email, Account Authentication (None) Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: Mike Sartor Mike.Sartor@cityofpaloalto.org Security Level: Email, Account Authentication (None) Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: James Keene James.Keene@cityofpaloalto.org Security Level: Email, Account Authentication (None) Electronic Record and Signature Disclosure: Accepted: 4/14/2015 5:40:07 PM ID: 44fe333a-6a81-4cb7-b7d4-925473ac82e3 In Person Signer Events Signature Timestamp Editor Delivery Events Status Timestamp Agent Delivery Events Status Timestamp Intermediary Delivery Events Status Timestamp Certified Delivery Events Status Timestamp Carbon Copy Events Status Timestamp Jim Fleming Jim.Fleming@cityofpaloalto.org Security Level: Email, Account Authentication (None) Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: Notary Events Timestamp Envelope Summary Events Status Timestamps Envelope Sent Hashed/Encrypted 4/18/2017 4:30:08 PM Payment Events Status Timestamps Electronic Record and Signature Disclosure CONSUMER DISCLOSURE From time to time, City of Palo Alto (we, us or Company) may be required by law to provide to you certain written notices or disclosures. 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City of Palo Alto (ID # 7947) City Council Staff Report Report Type: Consent Calendar Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: Amend Contract with BKF Engineers Title: Approval of Contract Amendment Number 2 to Contract Number C16158064 With BKF Engineers for a Time Extension From March 27, 2017 to September 27, 2018 for the Embarcadero Road Corridor Improvements Project (CIP PL-15001) From: City Manager Lead Department: Planning and Community Environment Recommendation Staff recommends that Council approve, and authorize the City Manager or his designee to execute Contract amendment Number 2 to C16158064 with BKF Engineers (Attachment A) to extend the contract expiration date from March 27, 2017 to September 27, 2018, for the Embarcadero Road Improvements Project at the Embarcadero Road and El Camino Real intersection. (Capital Improvement Program Project PL-15001, Embarcadero Road Corridor Improvements). Background The Embarcadero Road corridor provides a direct east-west connection between US 101 and Stanford University for visitors to the city and supports local travel with connections to Town & Country shopping center, Palo Alto High School, Palo Alto Medical Foundation, and El Camino Real (SR 82). The segment of Embarcadero Road between High Street and El Camino Real has been an area of community concern for many years—with three closely spaced traffic signals within 750 feet of one another—at El Camino Real, the Town & Country and Palo Alto High School driveways, and the pedestrian crossing at Trader Joe’s. On October 5, 2015, the City Council authorized a contract with BKF Engineers for the second phase of the Embarcadero Road Corridor Improvements Project, which includes preparation of concept plan lines, final design plans, environmental documentation, construction documents and required permitting from Caltrans, for intersection improvements at El Camino Real and City of Palo Alto Page 2 Embarcadero Road/Galvez Street. Improvements include, but are not limited to, traffic signal modifications, sidewalk realignment, high-visibility crosswalks, signing and striping, bicycle treatments, landscaping and traffic calming elements. On September 19, 2016 (ID# 6952), Council directed staff to move forward with the alternative which included one-way Class IV separated bikeways along Embarcadero Road between El Camino Real and Emerson Street as well as a protected Dutch-style intersection at El Camino Real and Embarcadero Road/Galvez Street.. The design also includes pedestrian improvements at the intersections of El Camino Real, High Street, Kingsley Avenue and Emerson Street. Discussion Following Council direction in September, BKF Engineers has completed 65% design plans and specifications. Design plans have been circulated to all City departments, in addition to Stanford, Town & Country and the Palo Alto School District for their review and comment. The current contract with BKF expired in March 31, 2017 and the amendment will allow for the additional time needed to respond to all of the comments received from various City departments and for Caltrans review and approval. Because El Camino Real (Route 82) is a state highway, Caltrans is the lead agency and design plans need to be submitted for their review and approval in order obtain an encroachment permit needed for construction. Some of the improvements included in the 65% design plans include:  Separated bikeways along Embarcadero Road between El Camino Real and Emerson Street as well as a protected Dutch-style intersection at El Camino Real and Embarcadero Road/Galvez Street.  Raised crosswalk in the channelized right-turn lane from El Camino Real northbound to Embarcadero Road eastbound: slows motor vehicles and increases visibility of bicyclists and pedestrians.  Modified driveway apron at Trader Joe’s driveway: more standard exit-only driveway design reduces driver confusion and increases the visibility of bicyclists and pedestrians.  Addition of stairs on the Town & Country shopping center side of Embarcadero Road: allows for easier pedestrian access to and from path along railroad overcrossing.  Enhanced signage and markings for bicycles at the underpass: more clearly identifying the shared space between bicyclist and pedestrians, better utilizes the constrained pathway opening through the underpass.  Increased curb radius for right turns from eastbound Embarcadero Road into the Palo Alto High School driveway: reduces the amount of motor vehicles driving over curbs and damaging roadway elements.  Improved shuttle stops: on both sides of the street, additional space is allocated for the shuttle stops to avoid impinging on pedestrian and bicyclists’ space. City of Palo Alto Page 3  Existing trees are maintained as much as possible, and proposed to be replaced 1:1 nearby if removed.  Modified Kingsley Avenue approach to Embarcadero Road eastbound: creates a more standard 90-degree intersection with Embarcadero Road to reduce driver confusion and limit the number conflicts with bicyclists, pedestrians and other motor vehicles.  Revised High Street and Emerson Street intersections: reduces conflicts, reduces speed of turning vehicles and increases visibility for pedestrians and bicyclists. Policy Implications The Bicycle + Pedestrian Transportation Plan identifies and prioritizes the development of bicycle and pedestrian improvements. The plan objectives that are advanced by the accommodation of bicyclists along this corridor include:  Objective 1: Double the rate of bicycling for both local and total work commutes by 2020 (to 15% and 5%, respectively).  Objective 2: Convert discretionary vehicle trips into walking and bicycling trips in order to reduce City transportation-related greenhouse gas (GHG) emissions 15% by 2020.  Objective 3: Develop a core network of shared paths, bikeways, and traffic-calmed streets that connects business and residential districts, schools, parks, and open spaces to promote healthy, active living.  Objective 4: Plan, construct, and maintain ‘Complete Streets’ that are safe and accessible to all modes and people of all ages and abilities.  Objective 5: Promote efficient, sustainable, and creative use of limited public resources through integrated design and planning. In addition, the Comprehensive Plan goals, policies, and programs that support the accommodation of bicyclists on Embarcadero include: Goal T-1: Less Reliance on Single-Occupant Vehicles. Goal T-3: Facilities, Services, and Programs the Encourage and Promote Walking and Bicycling. ProgramT-19: Develop, periodically update, and implement a bicycle facilities improvement program and a pedestrian facilities improvement program that identify and prioritize critical pedestrian and bicycle links to parks, schools, retail centers, and civic facilities. Policy T-14: Improve pedestrian and bicycle access to and between local destination, including public facilities, schools, parks, open space, employments district, City of Palo Alto Page 4 shopping centers, and mulit modal transit stations. Policy T-25: When constructing or modifying roadways, plan for usage of the roadway space by all users, including motor vehicles, transit vehicles, bicyclists, and pedestrians. Policy T-29: Make effective use of the traffic-carrying ability of Palo Alto’s major street network without compromising the need of pedestrians and bicyclists also using this network. Resource Impact The staff-requested amendment extends the contract to allow sufficient time to respond to comments and for Caltrans approval. There is no funding impact for this contract amendment. The existing design contract with BKF Engineers for $538,547 is fully funded and available in CIP project PL- 15001, Embarcadero Road Corridor Improvements Project. Timeline BKF Engineers has completed 65% level design plans and has obtained comments from various City departments. Staff is also coordinating the design with Town & Country, PAUSD and Stanford University, for their comments. Plans and documents will also be submitted to Caltrans for their review and approval. Design and environmental work is scheduled to be completed by fall 2017. Staff will return to Council for the construction contract award which will include an amendment to the BKF contract for design support during construction. Environmental Review The contract amendment does not require an environmental review; however, given the nature of the proposed improvements for the project, the project qualifies for a Class 1 Categorical Exemption under California Environmental Quality Act (CEQA) Guidelines Section 15301. The Class 1 exemption covers minor alterations to existing facilities so long as they involve no or negligible expansion of use. Attachments: Attachment A: Contract Amendment (PDF) 1 of 1 Revision July 20, 2016 AMENDMENT NO. 2 TO CONTRACT NO. C16158064 BETWEEN THE CITY OF PALO ALTO AND BKF ENGINEERS This Amendment No. 2 to Contract No. C16158064 (“Contract”) is entered into April 10, 2017, by and between the CITY OF PALO ALTO, a California chartered municipal corporation (“CITY”), and BKF ENGINEERS, a California corporation, located at 255 Shoreline Drive, Suite 200, Redwood City, California, 94065, Telephone (650) 482-6300 ("CONSULTANT"). R E C I T A L S A. The Contract was entered into between the parties for the provision of planning, study and analysis in connection with the widening of the Embarcadero Road corridor project. B. City intends to extend the term by eighteen months from March 27, 2017 to September 27, 2018. C. The parties wish to amend the Contract. NOW, THEREFORE, in consideration of the covenants, terms, conditions, and provisions of this Amendment, the parties agree: SECTION 1. Section 2 TERM is hereby amended to read as follows: “SECTION 2. TERM. The term of this Agreement shall be from the date of its full execution through September 27, 2018 unless terminated earlier pursuant to Section 19 of this Agreement.” SECTION 2. Except as herein modified, all other provisions of the Contract, including any exhibits and subsequent amendments thereto, shall remain in full force and effect. IN WITNESS WHEREOF, the parties hereto have by their duly authorized representatives executed this Agreement on the date first above written. CITY OF PALO ALTO APPROVED AS TO FORM: BKF ENGINEERS DocuSign Envelope ID: 1172C85F-67D8-417D-B43A-B033E3329572 Principal/Vice President Brian Scott Certificate Of Completion Envelope Id: 1172C85F67D8417DB43AB033E3329572 Status: Completed Subject: Please DocuSign: C16158064 BKF Amendment No 2 Embarcadero Road Corridor Improvements.doc Source Envelope: Document Pages: 1 Signatures: 1 Envelope Originator: Supplemental Document Pages: 0 Initials: 0 Christopher Anastole Certificate Pages: 2 AutoNav: Enabled EnvelopeId Stamping: Enabled Time Zone: (UTC-08:00) Pacific Time (US & Canada) Payments: 0 250 Hamilton Ave Palo Alto , CA 94301 chris.anastole@cityofpaloalto.org IP Address: 12.220.157.20 Record Tracking Status: Original 3/15/2017 10:33:46 AM Holder: Christopher Anastole chris.anastole@cityofpaloalto.org Location: DocuSign Signer Events Signature Timestamp Brian Scott bscott@bkf.com Principal/Vice President Security Level: Email, Account Authentication (None)Using IP Address: 23.24.201.106 Sent: 3/21/2017 6:25:23 PM Viewed: 3/22/2017 8:39:59 AM Signed: 3/22/2017 8:40:31 AM Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: In Person Signer Events Signature Timestamp Editor Delivery Events Status Timestamp Agent Delivery Events Status Timestamp Intermediary Delivery Events Status Timestamp Certified Delivery Events Status Timestamp Carbon Copy Events Status Timestamp jason Mansfield jmansfield@bkf.com Security Level: Email, Account Authentication (None) Sent: 3/21/2017 6:25:24 PM Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: Jeffery Heckathorn Jeffery.Heckathorn@CityofPaloAlto.org Administrative Associate III City of Palo Alto Security Level: Email, Account Authentication (None) Sent: 3/22/2017 8:40:32 AM Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: Carbon Copy Events Status Timestamp Shahla Yazdy Shahla.Yazdy@CityofPaloAlto.org Security Level: Email, Account Authentication (None) Sent: 3/22/2017 8:40:32 AM Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: Albert S Yang Albert.Yang@CityofPaloAlto.org Senior Deputy City Attorney City of Palo Alto Security Level: Email, Account Authentication (None) Sent: 3/22/2017 8:40:33 AM Electronic Record and Signature Disclosure: Not Offered via DocuSign ID: Notary Events Timestamp Envelope Summary Events Status Timestamps Envelope Sent Hashed/Encrypted 3/22/2017 8:40:33 AM Certified Delivered Security Checked 3/22/2017 8:40:33 AM Signing Complete Security Checked 3/22/2017 8:40:33 AM Completed Security Checked 3/22/2017 8:40:33 AM Payment Events Status Timestamps City of Palo Alto (ID # 7938) City Council Staff Report Report Type: Consent Calendar Meeting Date: 5/1/2017 City of Palo Alto Page 1 Council Priority: City Finances Summary Title: Approval of Decommisioning Storm Drain Oversight Committee & Establishing Storm Water Mgmt Committee Title: Adoption of a Resolution Decommissioning the Storm Drain Oversight Committee on May 31, 2017 and Establishing a New Storm Water Management Oversight Committee From: City Manager Lead Department: Public Works Recommendation Staff recommends that Council adopt a resolution: 1) Decommissioning the Storm Drain Oversight Committee on May 31, 2017; and 2) Establishing a new committee entitled the Storm Water Management Oversight Committee. Background In 2005, a majority of Palo Alto property owners approved a ballot measure authorizing an increase in the Storm Drainage Fee. At that time Council established by resolution a Storm Drain Oversight Committee to oversee the proposed budget and year-end expenditures to assess consistency with the approved Storm Drainage fee increase ballot measure. With the sunset of the Storm Drainage fee on June 1, 2017, so too ends the term of the Storm Drain Oversight Committee. In preparation for a 2017 ballot-by-mail measure for a proposed new Storm Water Management Fee to replace the existing Storm Drain fee, the City Manager established a Blue Ribbon Storm Drain Committee. In 2016 the Blue Ribbon City of Palo Alto Page 2 committee made a series of recommendations, which Council adopted, regarding components and structure of the proposed Storm Water Management Fee. The Blue Ribbon committee also recommended that, in the event the proposed Storm Water Management Fee was approved in the mail ballot election, Council commission a Storm Water Management Oversight Committee to oversee storm water funding expenditures and review the budget. The Blue Ribbon Storm Drain Committee’s final report, published in June 2016, marked the completion of that Committee’s work. Discussion Staff recommends decommissioning the Storm Drain Oversight Committee on May 31, 2017. Palo Alto property owners have voted to approve a new Storm Water Management fee. Staff recommends establishing a new Storm Water Management Oversight Committee to oversee the proposed budget and year-end expenditures of the Storm Water Management Fund. Resource Impact No resource impacts are expected with the decommissioning of the Storm Drain Oversight Committee or the formation of a new Storm Water Management Oversight Committee. Policy Implications Establishing the Storm Water Management Oversight Committee is a continuation of an existing Council policy to have such a committee; and furthers the City’s community engagement goal. Environmental Review Council approval of changes to the oversight committees does not meet the definition of a project for the California Environmental Quality Act (CEQA) under Public Resources Code Section 21065 and CEQA Guidelines Section 15378(b)(5) (administrative actions of governments that will not result in direct or indirect physical changes in the environment). Attachments:  Attachment A: Resolution Decommissioning SDOC & Establishing SWMOC  Attachment B: RESO 8573 RESOLUTION NO. ____ RESOLUTION OF THE COUNCIL OF THE CITY OF PALO ALTO DECOMMISSIONING THE STORM DRAIN OVERSIGHT COMMITTEE ON MAY 31, 2017; AND ESTABLISHING A NEW STORM WATER MANAGEMENT OVERSIGHT COMMITTEE. R E C I T A L S A. On November 14, 2005, the City Council adopted Resolution No. 8573, establishing the Storm Drain Oversight Committee to review the proposed operating and capital budget of the Storm Drainage Fund and the year-end financial report documenting the expenditures of the Storm Drainage Fund in the previous fiscal year; and B. On August 29, 2016, the City Council adopted Resolution No. 9624, calling a Mail Ballot Election in connection with the City’s proposed Storm Water Management Fee; and C. On October 24, 2016, the City Council adopted Resolution No. 9635, proposing a Storm Water Management Fee to replace the Storm Drainage Fee, calling a Public Hearing for October 24, 2016 with respect to such Fee and adopting Procedures relating to the conduct of a Protest Hearing and Mail Ballot Election. The Council of the City of Palo Alto RESOLVES as follows: SECTION 1. The existing Storm Drain Oversight Committee is decommissioned effective May 31, 2017. SECTION 2. Committee Established. The City of Palo Alto Storm Water Management Oversight Committee is hereby created to review proposed storm water management capital improvements and operating programs to be funded from the Storm Water Management Fees and to monitor expenditures of the fund. SECTION 3. Committee Membership and Appointment. The Committee shall consist of seven members who are selected and appointed by the City Council for a term of four years. Committee members shall serve without compensation. Each Committee member shall be a resident of Palo Alto, an employee of a business located in Palo Alto or an owner of real property within the City. No member shall be a council member, officer or employee of the City. SECTION 4. Committee Duties. The Committee shall discharge its oversight duties by: (a) Meeting at least once a year to review the proposed operating and capital budgets of the Storm Water Management Fund for the next fiscal year. The Committee shall prepare a report documenting its findings with respect to the proposed budget and submit the report to the Finance Committee of the City Council prior to June 30th each year. (b) Meeting at least once a year to review the year-end financial report documenting the expenditures of the Storm Water Management Fund in the previous fiscal year. The Committee shall prepare a report documenting its findings with respect to the expenditures and submit the report to the City Council prior to May 31st each year. SECTION 5. Meeting Procedures. The Committee shall conduct open public meetings, duly noticed in accordance with the Ralph M. Brown Act. The Committee may establish rules and procedures governing the conduct of its meetings. SECTION 6. The City Clerk is directed to place advertisements announcing Committee vacancies in a newspaper of general circulation in the City, two times within a two week period. SECTION 7. The Council finds that this is not a project under the California Environmental Quality Act and, therefore, no environmental impact assessment is necessary. INTRODUCED AND PASSED: AYES; NOES; ABSENT: ABSTENTIONS: ATTEST: APPROVED: ___________________________________ ____________________________________ City Clerk Mayor APPROVED AS TO FORM: ____________________________________ City Manager ___________________________________ ____________________________________ Senior Asst. City Attorney Director of Public Works ___________________________________ Director of Administrative Services RESOLUTION NO. 8573 RESOLUTION OF THE COUNCIL OF THE CITY OF PALO ALTO ESTABLISHING A STORM DRAIN OVERSIGHT COMMITTEE WHEREAS, on December 6, 2004, the City Council adopted Resolution No. 8483, establishing the amount of a proposed storm drainage fee increase to be presented to the property owners within the City for approval, describing the storm drain capital improvements and program enhancements on which the proposed fee increase, if passed, would be spent, and setting forth a schedule of actions to submit the proposed fee increase for property owner approval; and WHEREAS, on April 26, 2005, the property owners approved the proposed storm drainage fee increase, on May 9, 2005 the Council adopted Resolution No. 8523 amending the Storm Drainage utility rate schedule to implement the increased fee and on June l, 2005, the increased fee became effective; and WHEREAS, Resolution No. 8483 also expressed the City Council's intent, in the event the storm drainage fee increase passed, to appoint an oversight committee to monitor and review the proposed storm drain capital improvements and to insure that the funds raised from the increased fee are spent in accordance with the list of storm drain capital improvements and program enhancements set forth in Resolution No. 8483 (attached for reference as Attachment 1 to this Resolution). NOW, THEREFORE, the Council of the City of Palo Alto does RESOLVE as follows: SECTION 1. Committee Established. The City of Palo Alto Storm Drain Oversight Committee is hereby created to review proposed storm drain capital improvements and program enhancements to be funded from the increased storm drainage fees for consistency with the list set forth in Attachment 1 to this Resolution and to monitor expenditures of the funds raised from the increased storm drainage fees to ensure they are spent in accordance with the list set forth in Attachment 1 to this Resolution. SECTION 2. Committee Membership and Appointment. The committee shall consist of five members who are selected and appointed by the City Council for a term of four years. 051025 sm 0100412 1 Committee members shall serve without compensation. Each Committee member shall be a resident of Palo Alto, an employee of a business located in Palo Alto or an owner of real property within the City. No member shall be a council member, officer or employee of the City. SECTION 3. Committee Duties. The committee shall discharge its oversight duties by: (a) Meeting at least once a year to review the proposed operating and capital budget of the Storm Drainage Fund for the next fiscal year to assess the consistency of the proposed storm drain capital improvements and program enhancements with the capital improvements and program enhancements described in Attachment 1. The Committee shall prepare a report documenting its findings with respect to the proposed budget and submit the report to the Finance Committee of the City Council prior to April 30th each year. (b) Meeting at least once a year to review the year-end financial report documenting the expenditures of the Storm Drainage Fund in the previous fiscal year to assess the consistency of the expenditures of the funds from the increased storm drainage fee with the capital improvements and program enhancements described in Attachment 1. The Committee shall prepare a report documenting its findings with respect to the expenditures and submit the report to the City Council prior to February 28th each year. SECTION 4. Meeting Procedures. The Committee shall conduct open public meetings, duly noticed in accordance with the Ralph M. Brown Act. The Committee may establish rules and procedures governing the conduct of its meetings. SECTION 5. The City Clerk is directed to place ' advertisements announcing Committee vacancies in a newspaper of general circulation in the City, four times within a two week period. II II II 051130 sm 0100412 2 SECTION 6. The Council finds that this is not a project under the California Environmental Quality Act and, therefore, no environmental impact assessment is necessary. INTRODUCED AND PASSED: November 14, 2005 AYES: BEECHAM I BURCH I CORDELL I FREEMAN I KISHIMOTO, KLEINBERG, MORTON, MOSSAR, OJAKIAN NOES: ABSENT: ABSTENTIONS: ATTEST: Mayor APPROVED AS TO FORM: Director of Public Works 051130 sm 0100412 3 City of Palo Alto (ID # 8031) City Council Staff Report Report Type: Consent Calendar Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: SECOND READING: Ordinance Amending Chapter 2.11 of Title 2 - PEG Funds Title: SECOND READING: Adoption of an Ordinance Amending Chapter 2.11 of Title 2 of the Palo Alto Municipal Code to Reauthorize Public, Education, and Government (PEG) Access Fees That Will Apply to AT&T as it Provides Service Under its State Video Franchise (FIRST READING: April 17, 2017 PASSED 9-0) From: City Manager Lead Department: City Clerk This is the second reading of the Ordinance, it was heard by the City Council on April 17, 2017, and was passed 9-0. There were no changes made to the Ordinance. Attachments:  Attachment A: PEG Funds Ordinance NOT YET APPROVED 170215 th 0140177 Ordinance No. ____ Ordinance of the Council of the City of Palo Alto Amending Chapter 2.11 of Title 2 of the Palo Alto Municipal Code to Add Section 2.11.070 Public, Education and Government Access Channel Capacity and Support The Council of the City of Palo Alto does ORDAIN as follows: SECTION 1. Findings and Declarations. The City Council finds and declares as follows: Palo Alto requires holders of State Video Franchises to pay a fee of $0.88 per residential subscriber per month to support Public, Education, and Government (PEG) Access. The City is required to reauthorize this fee by ordinance at expiration and renewal of each state video franchise. AT&T has notified the City that its state-issued franchise expires on March 30, 2017 and will be renewed thereafter. Accordingly, the City reauthorizes the support fee for PEG access according to the existing terms. SECTION 2. Section 2.11.070 (Public, education and government access channel capacity and support) of Chapter 2.11 (Video Service Providers- Applicable Requirements) of the Palo Alto Municipal Code is hereby amended to read as follows: 2.11.070 Public, education and government access channel capacity and support. (a) PEG Channel Capacity. (1) A state franchisee shall designate and activate seven PEG channels on its network. The state franchisee shall designate and activate the seven PEG channels within three months from the date that the state franchisee receives a state franchise to provide video service in an area including the city, provided, however, that this three-month period shall be tolled for such a period, and only for such a period, during which the state franchisee's ability to designate or provide such PEG capacity is technically infeasible, as provided in Section 5870(a) of the California Public Utilities Code. (2) A state franchisee shall provide an additional PEG channel when the standards set forth in Section 5870(d) of the California Public Utilities Code are satisfied by the city or any entity designated by the city to be responsible for PEG access channel capacity and support. (b) PEG Support. (1) Amount of PEG Support Fee. 170215 th 0140177 2 (A) Except as provided in subparagraphs (B) and (C), every state franchisee operating within the jurisdictional boundaries of the city shall pay a PEG support fee to the city in the amount of eighty-eight cents ($0.88) per month per subscriber within the jurisdictional boundaries of the city. (B) Upon the expiration of the Comcast Franchise or its earlier termination pursuant to Section 5840(o)(3) of the California Public Utility Code, every state franchisee operating within the jurisdictional boundaries of the city shall pay a new PEG support fee to the city in the amount of eighty-eight cents ($.88) per month per subscriber in the city. (C) The PEG support fee established by the city pursuant to paragraph (b)(1)(B) shall expire with respect to a particular state franchisee upon the expiration of that state franchisee's state franchise, and the city shall, by ordinance, reauthorize the PEG support fee for that state franchisee upon such expiration. (2) The PEG support fee shall be used by the city for PEG purposes consistent with state and federal law. (3) A state franchisee shall remit the PEG support fee to the city quarterly, within forty-five days after the end of each calendar quarter. Each payment shall be accompanied by a summary explaining the basis for the calculation of the PEG support fee. (4) If a state franchisee fails to pay the PEG support fee when due, or underpays the proper amount due, the state franchisee shall pay a late payment charge at an annual interest rate equal to the highest prime lending rate during the period of delinquency, plus one percent or the highest rate allowed by California law, whichever is lower. (c) PEG Carriage and Interconnection. (1) State franchisees shall ensure that all PEG channels are receivable by all subscribers, whether they receive digital or analog service, or a combination thereof, without the need for any equipment other than that needed to receive the lowest cost tier of service. PEG access capacity provided by a state franchisee shall be of similar quality and functionality to that offered by commercial channels on the state franchisee's lowest cost tier of service unless the PEG signal is provided to the state franchisee at a lower quality or with less functionality. (2) If a state franchisee and an incumbent cable operator cannot reach a mutually acceptable interconnection agreement for PEG carriage, the city shall require the incumbent cable operator to allow the state franchisee to interconnect its network with the incumbent cable operator's network at a technically feasible point on the state franchisee's network as identified by the state franchisee. If no technically feasible point of interconnection 170215 th 0140177 3 is available, the state franchisee shall make interconnection available to the PEG channel originator and shall provide the facilities necessary for the interconnection. The cost of any interconnection shall be borne by the state franchisee requesting the interconnection unless otherwise agreed to by the parties. (d) Institutional Network and Other In-Kind PEG Facilities and Cable Service Support Obligations. The incumbent cable operator's obligation to provide and support PEG channel facilities and institutional networks and to provide free cable service to schools and other public buildings as provided in the Comcast Franchise shall continue until July 25, 2010. (e) PEG support fee reauthorizations. (1) On expiration and renewal of AT&T’s state franchise on March 30, 2017, the city hereby reauthorizes the PEG support fee. SECTION 3. Severability. If any provision, clause, sentence or paragraph of this ordinance, or the application to any person or circumstances, shall be held invalid, such invalidity shall not affect the other provisions of this Ordinance which can be given effect without the invalid provision or application and, to this end, the provisions of this Ordinance are hereby declared to be severable. SECTION 4. Effective Date. This ordinance shall be effective on the thirty-first date after the date of its adoption. SECTION 5. CEQA. The City Council finds and determines that this Ordinance is not a project within the meaning of section 15378 of the California Environmental Quality Act (“CEQA”) because it has no potential for resulting in physical change in the environment, either directly or ultimately. In the event that this Ordinance is found to be a project under CEQA, it is subject to the CEQA exemption contained in CEQA Guidelines section 15061(b)(3) because it / / / / / / / / / / / / / / 170215 th 0140177 4 can be seen with certainty to have no possibility of a significant effect on the environment in that this Ordinance simply clarifies existing local regulations. INTRODUCED: PASSED: AYES: NOES: ABSTENTIONS: ABSENT: ATTEST: APPROVED: ______________________________ ____________________________ City Clerk Mayor APPROVED AS TO FORM: ____________________________ City Manager ______________________________ City Attorney ____________________________ Director of Information Technology ____________________________ Director of Administrative Services City of Palo Alto (ID # 7739) City Council Staff Report Report Type: Consent Calendar Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: Approval of a Contract for Library Virtual Branch Platform Title: Approval of a Contract with BiblioCommons Incorporated for BiblioCommons Service Platform for the Palo Alto City Library for a First Year Cost Not-to-Exceed $173,220, and Full Contract to Last not More Than Three Years (2017-2020) for a Total Amount Not-to-Exceed $323,764 and Approve a Budget Amendment in the Technology Fund From: City Manager Lead Department: Library Recommendation Staff recommends that the City Council: 1. Approve and authorize the City Manager to execute a contract with BiblioCommons Incorporated in the amount of $144,350 for a 1-year subscription to BiblioCommons software platform, with a 2-year option to renew the contract upon the City’s service satisfaction, for a total not exceeding $323,764; and 2. Approve a 20 percent contingency of $28,870 in addition to the contract amount for the first year; and 3. Amend the Fiscal Year 2017 Budget Appropriation Ordinance for the Technology Fund by: a. Decreasing the Budget for the Virtual Library Branch Project (TE-14002) by $159,791 and close the Virtual Library Branch Project (TE-14002); and b. Decreasing the Budget for the Library RFID Implementation Project (TE-06001) by $212,122; and c. Increasing the budget for Information Technology Department appropriation by $323,764; and d. Increasing the Technology Reserve by $48,149. Executive Summary This project will purchase and implement a state-of-the-art software service as a platform for the Palo Alto City Library’s (PACL) Virtual Branch (CIP TE-14002). The platform is not only a significant upgrade to the current resource and content discovery tool, but also introduces technology tools to engage the community with the Library. The Virtual Branch was created from the community’s need for a digital environment, accessible from anywhere, for City residents to explore library resources. This solution makes collections, customer services, City of Palo Alto Page 2 programs, and community more broadly available using current technological tools available to libraries. It also provides an integrated experience for discovering and using library resources and engages the community through social interactions, showcasing PACL’s unique materials, with the aim of becoming a digital destination. Background Beginning with the Library Service Model Analysis and Recommendations (LSMAR) report, approved by the City Council in 2006, the Library Advisory Commission (LAC) stated that the library should boldly address community needs through the provision of collections and services that meet leading edge standards for content, access and connectivity to efficiently and effectively serve all ages and support life-long learning (LSMAR Transmittal, December 6, 2006). The Library Technology Plan, 2009-2013 then developed the idea for a full-service online library branch, noting that mobile-friendly services will be commonplace by 2015. In November 2011, the LAC proposed to build a Virtual Library Branch, integrating the library catalog with virtual resources and delivery that is both web-based and mobile. Since Council approved building a Virtual Branch as a Capital Improvement Project (CIP), the Library has been exploring and constructing prototypes based on the vision, goals, and objectives of the CIP project, which required the Virtual Branch to offer responsive, mobile- friendly interfaces across the Library’s unified catalog, website, news, and events. The Virtual Branch should be a single, modern, unified user experience that integrates a wide variety of content into the library catalog. It was planned to offer a set of powerful, efficient tools for staff to do high-level community engagement, including through social media. The selected platform will allow the Virtual Branch to meet these expectations. Additionally, the platform will allow the Virtual Branch to achieve the following goals:  In accordance with the values of the library profession, the Virtual Branch will maintain security and user privacy, abide by copyright law and licensing agreements, and provide accessible options for users with disabilities; and  Embody a visual and functional design that reflects the highest degree of aesthetic appeal and usability; and  Offer appropriate functionality for each category of device, including desktop/laptop computers with full-sized displays, tablet computers, and smartphones. It should be assumed that the majority of access to the Virtual Branch will take place through mobile devices and be optimized accordingly; and  Provide a management console or dashboard that allows library personnel to manage the portal efficiently and effectively. Discussion Staff from the Library Department and the Information Technology Department worked with a library technology consultant to explore library marketplace technologies that could meet our goals and objectives for the Virtual Branch platform. The consultant recommended the Library first explore partnering with the Library's current online service provider, Innovative Interfaces, City of Palo Alto Page 3 Inc. (III), to develop a platform that would meet the Library's goals and objectives. After over a year's exploration, the Library did not gain any sign of commitment from III for developing such a platform. With the consultant's advice, staff explored other options: the potentials of the City's existing products, such as Civica and Encore; building a proprietary product on our own; and products which various libraries in the U.S. have installed, such as Stacks, Queens Public Library's eBook platform, and BiblioCommons. The option of building and maintaining our own proprietary software platform was quickly ruled out, as additional staff would be needed to continually work on the branch, developing upgrades and maintaining the system. Other libraries’ products were found to be limited and would likewise require staff onsite to work on creating local content and development. Following exploration of the various options, staff suggested that an out-of-the-box solution already in use by other libraries which would best meet local needs was the best recommendation. Library and IT staff discovered that BiblioCommons is currently the only vendor in the library market to provide dynamic, real-time integration between website and library catalog, with all lists, blogs, posts, and commentary operating on the bibliographic record of the catalog. In addition, Bibliocommons is the only vendor that can offer a deeply- integrated user experience across traditional functional silos with a dynamic, fully-automated layout engine that configures website content dynamically. Through this process, Library staff has learned that libraries such as San Diego Public Library, St. Paul Public Library, and Hennepin County Library have purchased BiblioCommons products via sole source procurement. Local libraries currently using BiblioCommons include Santa Clara County Library, San Mateo County Library, the Peninsula Library System, and San Francisco Public Library. Timeline Following execution of the contract, the anticipated implementation start date is in May 2017. The go-live date is tentatively scheduled for November 2017. Resource Impact Funds for this contract have been identified through savings in Library Capital Projects in the Technology Fund. The Virtual Library Branch Project (TE-14002) is no longer needed, as this contract will address the scope of the project. Additionally, project savings of $212,122 have been realized in the Library RFID Implementation Project (TE-06001) which will be completed in Fiscal Year 2017. The first year expense for implementing and offering service is $173,220 including a 20 percent contingency. For the following two years, the total ongoing software maintenance costs are estimated at $150,544 including 20 percent contingency for each annual cost. Policy Implications The recommendations in this report are consistent with existing City policies. City of Palo Alto Page 4 Environmental Review The recommendations in this report do not constitute a project requiring review under the California Environmental Quality Act (CEQA). Attachments:  Attachment A: BiblioCommons Library Subscription Master Agreement LIBRARY SUBSCRIPTION MASTER AGREEMENT THIS LIBRARY SUBSCRIPTION AGREEMENT (the “Agreement”) is made this ___ day of _________, 2017 (“Effective Date”) between BiblioCommons Inc., a corporation constituted under the laws of the Province of Ontario, Canada (“BiblioCommons”) and the Palo Alto City Library, a Department of the City of Palo Alto, a California chartered municipal corporation; (“Subscriber”) (Individually, a “Party” and collectively, the “Parties”). The terms and conditions of this Agreement shall govern the Service(s) (as defined below) to be provided by BiblioCommons under any Order Form (as defined below) executed by the Parties, as though the provisions of this Agreement were set forth in their entirety within such Order Form. NOW THEREFORE in consideration of the mutual promises and covenants herein, and other good and valuable consideration, the sufficiency of which is acknowledged by the Parties, the Parties agree as follows: 1. DEFINITIONS AND PRINCIPLES OF INTERPRETATION 1.1 Definitions. Whenever used in this Agreement, the following words and terms shall have the meanings set out below: (a) “Agreement” has the meaning ascribed to it in the introductory paragraph; (b) “Authorized Patron” means a person who has a numbered library account with Subscriber and is authorized by Subscriber to use the Service; (c) “BiblioCommons” has the meaning ascribed to it in the introductory paragraph; (d) “Breaching Party” has the meaning ascribed to it in Section7.1(b) hereof; (e) “Business Day” means a day, other than a Saturday or a Sunday or statutory holiday in the jurisdiction of either Party; (f) “BiblioWeb Service” has the meaning set out in the applicable Order Form; (g) “Confidential Information” means any information disclosed by a Party to the other Party pursuant to this Agreement in a context which would cause a reasonable person to believe the information is intended to be treated as confidential, including but not limited to, documents expressly designated as confidential, any information related to BiblioCommons proprietary services and software including the Service, Secure Personal Information, and information related to Subscriber’s processes, products, employees, facilities, equipment, security systems, information systems, finances, marketing plans, suppliers, or distributors; provided, however that “Confidential Information” shall not include information that: (i) is now available or becomes available to the public without breach of this Agreement; (ii) is explicitly approved for release by written authorization of the Disclosing Party; (iii) is lawfully obtained from a third party or parties without a duty of confidentiality; (iv) is disclosed to a third party by the Disclosing Party without a duty of confidentiality; (v) is known to the Receiving Party prior to disclosure; (vi) is at any time developed by the Receiving Party independently of any such disclosure(s) from the Disclosing Party; or (vii) must be disclosed as required by law; (h) “Core” or “Core Service” has the meaning set out in the applicable Order Form; (i) “Disclosing Party” has the meaning ascribed to it in Section 5.1 hereof; to (j) “Designated Person” is the person designated by the subscriber to receive all notices, consent and other communication. See Sections 9.12, 9.12, and 9.13; (k) “Effective Date” has the meaning ascribed to it in the introductory paragraph; (l) “Fees” means the fees for the Services set out in the applicable Order Form, as adjusted for Renewal Terms from time to time as set out in Section 3.1(b); (m) “Force Majeure Event” has the meaning ascribed to it in Section 9.4; (n) “ILS” means the Subscriber’s existing back-end; (o) “Initial Term” has the meaning ascribed to it in Section 2.2 hereof; (p) “Intellectual Property Right” means any intellectual property right recognized by law, including any intellectual property right protected through legislation (such as that governing patents, copyright or trademarks) or arising from protection of information as a trade secret, confidential information or common law trademark right; (q) “Order Form” has the meaning ascribed to it in Section 3.1(a) hereof; (r) “Parting” has the meaning ascribed to it in Section 7.2 hereof; (s) “Party” or “Parties” has the meaning ascribed to it in the introductory paragraph. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 - 2 - (t) “Privacy Statement” shall mean a statement of BiblioCommons’ privacy practices that shall govern BiblioCommons’ collection, use and disclosure of Personal Information of Authorized Patrons which, as of the Effective Date, is attached as Schedule “E”, and which may be amended by BiblioCommons from time to time, and upon written notification to Subscriber in the event of any substantial change; (u) “Receiving Party” has the meaning ascribed to it in Section 5.1 hereof; (v) “Renewal Term” has the meaning ascribed to it in Section 2.2 hereof; (w) “Secure Personal Information” means personally identifiable information that is provided by a User in the registration process or personal account settings on the Service, or is transferred to the Service from the ILS; notwithstanding the foregoing “Secure Personal Information” shall not include Shared Content or information an individual has chosen to transmit or share through a feedback service provided on the Service, web-forms on the BiblioWeb service (if any) or an entry in any context which is, by design, publically viewable; (x) “Shared Content” has the meaning ascribed to it in the Privacy Statement; (y) “Service” means a range of services set out in the applicable Order Form; (z) “Subscriber” has the meaning ascribed to it in the introductory paragraph; (aa) “Technical Requirements” has the meaning ascribed to it in Section 3.2 hereof; (bb) “Term” shall mean the duration of the Initial Term and any Renewal Term; (cc) “Terms of Use” shall mean the terms of use that govern the use by Authorized Patrons of the Service which, as of the Effective Date, is attached as Schedule “F”, and which may be amended by BiblioCommons from time to time; (dd) “User” means an Authorized Patron who has registered with BiblioCommons to use the Service. 1.2 Schedules. This Agreement contains the following schedules, each of which are attached and incorporated to this Agreement: Schedule “A” – Template Order Form Schedule “B” – Support Services Schedule “C” – Service Levels Schedule “D” – Technical Requirements Schedule “E” – Privacy Statement Schedule “F” – Terms of Use Schedule “G” – Additional Fees 1.3 Calculation of Time. When calculating the period of time within which or following which any act is to be done or step taken pursuant to this Agreement, the date which is the reference day in calculating such period shall be excluded. Any payment or action to be made or taken on a day other than a Business Day in either jurisdiction shall be made or taken on the immediately following day that is a Business Day in the jurisdictions of both Parties. 2. BIBLIOCOMMONS OBLIGATIONS 2.1 Delivery of Service. During the Term, BiblioCommons shall make the Service available via the Internet to Authorized Patrons and grant to Subscriber a non-exclusive and non- transferable right to use the Service. Authorized Patrons are subject to and may be required to agree to the Terms of Use and Privacy Statement. 2.2 Term. Unless terminated earlier as provided herein, this Agreement shall commence on the Effective Date and shall continue until the end of the term of the Core subscription set out on the Order Form attached hereto (the “Initial Term”). In the event any Order Form contains Services that are being added to an existing Core subscription, such added Services shall be coterminous with the Initial Term or applicable Renewal Term of the Core subscription and shall be billed from the date of the applicable Order Form according to the Fees set out therein. Unless terminated pursuant to Section 7.1, upon expiration of the Initial Term or any Renewal Term, provided only that Subscriber has executed an Order Form that renews the BiblioCore service, this Agreement shall renew and be coterminous with such Order Form (each such renewal a “Renewal Term”), provided that BiblioCommons provides notice to Subscriber of such prices at least ninety (90) days prior to the end of the Term and unless either Party notifies the other Party of its intention to not renew the Agreement at least sixty (60) days prior to the end of the Term. 2.3 Changes to the Service. BiblioCommons may, from time to time and at any time, in its sole discretion, introduce upgrades and updates to the Services that are consistent with the service description set out in the applicable Order Form at no DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 - 3 - additional charge. BiblioCommons will make reasonable efforts to notify Subscriber of substantial changes in order to facilitate prior notice to library staff. 2.4 Maintaining Community Standards. The Service allows Users to flag user-generated content they feel does not conform to the Terms of Use. When content is flagged three times, or as many times as may be determined by BiblioCommons in its sole discretion, BiblioCommons will: x Remove flagged content from public view; and x Notify the User who contributed the content, and provide directions for appealing the removal. Any appeals will be compiled and at least once each month BiblioCommons will review any appeals to assess whether the removed content conforms with the Terms of Use in effect at the time of removal. BiblioCommons will make commercially reasonable efforts notify and consult with Subscriber a) in the event of such an appeal from a User and b) before disabling or terminating the account of any User. 2.5 Support. BiblioCommons will use reasonable efforts to support the Services in accordance with the service levels and remedies outlined in Schedule “B” Support Services. 2.6 Service Level. BiblioCommons will use reasonable efforts to provide the Core Service in accordance with the service levels and remedies outlined in Schedule “C” Service Levels. Notwithstanding anything herein to the contrary: x BiblioCommons may interrupt the Service for security purposes; x The Service is dependent on the Internet and availability and performance may be impacted by the availability and performance of the Internet. 2.7 Indemnity. BiblioCommons shall indemnify, hold harmless and defend Subscriber from and against all third party claims, demands, losses, damages, costs and expenses (including reasonable attorneys’ fees) (“Claims”) made against or incurred, suffered or sustained by the Subscriber, in connection with, or relating to, or arising out of any allegation or claim that the Service itself violates or infringes any third party intellectual property rights except to the extent such Claim is related to the acts or omissions of the Subscriber, its Authorized Patrons or any of its respective agents or contractors; provided that, BiblioCommons is provided with (i) prompt written notice of any third party claim; (ii) all necessary assistance, information and authority necessary for BiblioCommons to defend a third party claim and perform its obligations under this Section; and (iii) sole control of the defense of such claim and all associated negotiations. 3. SUBSCRIBER OBLIGATIONS 3.1 Order Forms, Fees and Payment. (a) Order Form. Subscriber shall order a Service by completing and signing an order form, a template of which is set out in Schedule “A” attached hereto (each, an “Order Form”). Each accepted, fully executed Order Form shall become incorporated herein by reference as successive Exhibits (e.g. Exhibit A-1, Exhibit A-2 etc.). In the event that Subscriber’s business practices require a purchase order number be issued prior to payment of any BiblioCommons invoices pursuant to the applicable Order Form, then such purchase order number must be provided to BiblioCommons prior to the activation of the Service. Subscriber’s execution and return of the applicable Order Form to BiblioCommons without designating a purchase order number shall be deemed an acknowledgement that no purchase order number is required for payment of the invoices hereunder. Additionally, terms, provisions or conditions on any purchase order, acknowledgment, or other business form or writing that Subscriber may use in connection with the provision of Service(s) from BiblioCommons will have no force and effect on the rights, duties or obligations of the Parties, regardless of any failure of BiblioCommons to object to such terms, provisions or conditions. (b) Fees. All Fees are exclusive of amounts payable as tax or any other registration or operating fee that may be levied against BiblioCommons by national, state or local authorities in whose jurisdiction Subscriber operates and that pertain to the provision of the Service during the Term. Such amounts will be payable by Subscriber. Fees are based on Services purchased, not actual usage. Payment obligations are non-cancelable and Fees paid are non-refundable. The price actually charged for a specific Service will be the price in effect at the time the Service is requested. On the anniversary date of an Order DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 - 4 - Form, BiblioCommons reserves the right to increase the Fees for the Services upon notice to the Subscriber. BiblioCommons reserves the right to modify its Fees, charges and/or to introduce new charges at any time, upon at least ninety (90) days prior notice to Subscriber, effective upon the next Renewal Term. (c) Payment Terms. All Fees are exclusive of taxes. All amounts payable by Subscriber are inclusive of all applicable taxes. Payments shall be due 30 days from receipt of an invoice by the Subscriber from BiblioCommons. Payments not received when due will accrue interest at the lower of (i) one percent (1%) per month, or (ii) the highest rate allowed by applicable law. BiblioCommons or its agent shall have the right to recover all collection costs from the Subscriber. Without limiting its other remedies, if Subscriber is late in its payments at any time, BiblioCommons or its agent may request reasonable assurances or deposits to secure Subscriber’s payment obligations hereunder. (d) Non Payment. In the event that full payment is not made by the Subscriber within 60 days of the date of receipt of an invoice by the Subscriber, BiblioCommons or its agent may send to the Subscriber a written requirement for payment and if payment is not received within thirty days of the date of receipt of that notice by the Subscriber, BiblioCommons may terminate this Agreement as set out below in Section 7 (Termination). However, this right may be waived upon mutual written confirmation between BiblioCommons and the Subscriber of their intent to continue service delivery in spite of payment delays. 3.2 Technical Requirements. Subscriber will ensure that its ILS and its bibliographic and patron data meet minimum standards determined by BiblioCommons, attached and incorporated as Schedule “D” (the “Technical Requirements”). 4. INTELLECTUAL PROPERTY RIGHTS 4.1 Ownership of Intellectual Property Rights. As between BiblioCommons and Subscriber, all rights, title and interest, including all Intellectual Property Rights, related to the Service and related software and documentation, including without limitation, any and all upgrades, updates, improvements, fixes, additions, enhancements, modifications and derivative works thereto, shall remain with BiblioCommons. Nothing in this Agreement shall grant to either Party any ownership or other Intellectual Property Rights of the other Party other than as expressly set out in this Agreement. Nothing in this Agreement shall grant to either Party any ownership or any Intellectual Property Rights to content generated by Users in connection with their use of the Service. 4.2 Control of Trade-marks. Subscriber acknowledges that “BiblioCommons” is a trade-mark of BiblioCommons and shall not be used by Subscriber except as expressly provided in this Agreement and otherwise only with the written consent of BiblioCommons and in accordance with any trade- mark guidelines that may be provided by BiblioCommons from time to time. 5. CONFIDENTIAL INFORMATION 5.1 Disclosure; Standard of Care. The Parties acknowledge that, in the course of this Agreement, each Party (a “Disclosing Party”) may disclose Confidential Information to the other (a “Receiving Party”). Each Receiving Party shall hold such Confidential Information in trust for the sole benefit of the Disclosing Party. Each Receiving Party shall protect the other Party’s Confidential Information from unauthorized dissemination, disclosure and use with the same degree of care that each such Party uses to protect and safeguard its own like information, but not less than a reasonable degree of care given the sensitivity and strategic value of such Confidential Information. Confidential Information shall be disclosed only to the employees and subcontractors of the Receiving Party who have a “need to know” and who have executed an internal nondisclosure agreement at least as restrictive as the terms of this Agreement. A Receiving Party shall not disclose any Confidential Information to any third party without first obtaining the Disclosing Party’s written consent to such disclosure unless such disclosure is required by law. A Receiving Party may further disclose Confidential Information to such Party’s professional advisors in connection with the negotiation and performance of this Agreement and in connection with the advisor’s consideration of disclosures that may be required by law, provided such advisors are informed of the obligations of confidentiality. In the event that a Receiving Party is compelled to disclose a Disclosing Party’s Confidential Information, in the course of litigation or otherwise, or a compelled disclosure is reasonably anticipated, the Receiving Party shall give immediate notice to the Disclosing Party of such fact and shall provide all reasonable cooperation to the Disclosing Party at the sole expense of the Disclosing DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 - 5 - Party in obtaining a protective order to prevent the disclosure of Confidential Information. 6. WARRANTIES 6.1 BiblioCommons Warranties. BiblioCommons hereby represents and warrants to Subscriber that: (a) BiblioCommons is legally incorporated and validly exists as a corporation under the laws of Ontario; (b) BiblioCommons has the power and authority to enter into the Subscriber Agreement; (c) The individual signing this Agreement has the power and authority to sign such documents; (d) It will use its commercially reasonable efforts to maintain the systems associated with the Service free from viruses, Trojans and other harmful code; and (e) The Service will be performed in a professional, workmanlike manner, commensurate with industry practices within the industry in which BiblioCommons operates. 6.2 Subscriber Warranties. Subscriber hereby represents and warrants to BiblioCommons that: (a) Subscriber is a Department of the City of Palo Alto, a California chartered municipal corporation; (b) Subscriber has the power and authority to enter into the Subscriber Agreement; (c) the individual signing this Agreement has the power and authority to sign such documents; and (d) Subscriber will use commercially reasonable efforts to avoid transmitting to BiblioCommons any viruses, Trojans and other harmful code. 6.3 Warranty Disclaimer. EXCEPT AS EXPRESSLY SET OUT IN SECTION 6.1., THE SERVICE AND ANY SOFTWARE PROVIDED IN CONNECTION WITH THE SERVICE IS PROVIDED BY BIBLIOCOMMONS UNDER THIS AGREEMENT ON AN “AS IS” BASIS AND BIBLIOCOMMONS AND ITS LICENSORS MAKE NO (AND HEREBY DISCLAIM ALL) WARRANTIES, REPRESENTATIONS AND CONDITIONS WHATSOEVER, EXPRESS OR IMPLIED, WRITTEN OR ORAL, ARISING BY STATUTE, OPERATION OF LAW OR OTHERWISE, REGARDING THE SERVICE PROVIDED UNDER THIS AGREEMENT, INCLUDING WITHOUT LIMITATION, ANY IMPLIED WARRANTY OR CONDITION OF MERCHANTABLE QUALITY, FITNESS FOR A PARTICULAR PURPOSE, NON- INFRINGEMENT OR ARISING FROM A COURSE OF DEALING, TITLE, USAGE OF TRADE OR COURSE OF PERFORMANCE. WITHOUT LIMITING THE GENERALITY OF THE FOREGOING, BIBLIOCOMMONS MAKES NO WARRANTY THAT THE OPERATION OF THE SERVICE WILL BE ERROR-FREE OR THAT IT WILL PRODUCE A DESIRED RESULT. 7. TERMINATION 7.1 Termination. This Agreement may be terminated at any time: (a) if either BiblioCommons or Subscriber has filed or commenced, or suffered or submitted to the filing or commencement of, any bankruptcy or insolvency proceeding under the law of its domicile or incorporation; (b) by either Party if the other Party breaches the terms and provisions of this Agreement provided the Party alleging that the other Party is in breach (the “Breaching Party”) provides written notice to such Breaching Party of the alleged breach. The Breaching Party shall have 30 days to remedy such breach, unless such breach cannot reasonably be remedied within 30 days, in which case the Breaching Party shall make all reasonable efforts within 30 days to begin to remedy the alleged breach and shall remedy such breach within a time period that is commercially reasonable to complete such remedy. Notwithstanding the termination or expiration of this Agreement, Articles 1, 4, 5, Section 6.3, Article 7, Article 8 and Article 9 shall survive the termination or expiration of this Agreement. (c) The Palo Alto City Manager may terminate this Agreement without cause by giving written notice thereof to BiblioCommons no more than ninety (90) days prior to the expiration of the Initial Term. 7.2 Treatment of Patron-Contributed Data upon Termination. In the event of a termination of this Agreement or should a renewal agreement not be established after the Term (a “Parting”), BiblioCommons shall provide at Subscriber’s request and upon the payment of a cost- recovery fee referenced in Schedule G, a transfer of all user-generated bibliographic annotations for use by Subscriber in association with an alternate service, provided by Subscriber itself or by a third party, that adheres to the Terms of Use and Privacy Statement. In addition, in the event of a Parting, Subscriber agrees that BiblioCommons will send a customer service communication, subject to Subscriber approval which shall not be unreasonably withheld, explaining the DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 - 6 - User’s options and their implications through such transition, to all Users who have: (a) communicated or established connections with one or more persons who are registered users of a BiblioCommons service; (b) initially approached the Service for registration through a website that is not affiliated with Subscriber; (c) subscribed to syndicated information from one or more persons who are registered users of a BiblioCommons service; or (d) syndicated their information or content from BiblioCommons to other websites. Secure Personal Information on BiblioCommons servers that is associated with Users who do not choose to continue their participation in a BiblioCommons service will be deactivated within ninety (90) days of a Parting. 8. LIMITATION OF LIABILITY 8.1 Limitations of Liability. Except for any claims of misappropriation of intellectual property and for fees due under Article 3, in no event shall either Party be liable for: (i) indirect, special, consequential, incidental or punitive losses, damages or expenses or lost profits or savings even if it has been advised of their possible existence; or (ii) aggregate liability under this Agreement to the other Party exceeding the aggregate amount of the Fees paid by Subscriber to BiblioCommons during the 12 month period immediately preceding the date of any such claim. This limitation of liability extends to any alleged liability arising under the law of contracts, torts, negligence or any legal or equitable theory whatsoever. 9. GENERAL 9.1 Good Faith and Fair Dealing. Each Party agrees that it shall, with respect to the other Parties, and in all matters related to this Agreement, act in good faith and in accordance with reasonable commercial standards. 9.2 Publicity. Each Party may issue a public statement or general marketing communications announcing the relationship under this Agreement without the prior written consent of the other Party. For the sole purpose of marketing and promoting the Service and for the Term of this Agreement only, each Party hereby grants to the other Party the non-exclusive non-transferable right to use and display such party’s logos and trade-marks in the other Party’s websites and marketing materials, subject to compliance with the originating Party’s trade-mark guidelines provided to the other Party from time to time. 9.3 Entire Agreement. This Agreement together with all of the terms in the applicable Order Form constitute the entire understanding of the Parties with respect to the subject matter hereof and supersedes all prior agreements, understandings and negotiations, both written and oral, between the Parties with respect to the subject matter hereof and thereof. No representation, inducement, promise, understanding, condition or warranty not set forth herein, or incorporated by reference herein, has been made or relied upon by any Party hereto. 9.4 Force Majeure. Neither Party shall be liable for any damages, delays or failure in performance under this Agreement caused by acts or conditions beyond its reasonable control or without its fault or negligence (each, a “Force Majeure Event”), including but not limited to “acts of God”, delays caused by governmental authorities, strikes, lockouts and other labour unrest, delays in obtaining governmental approvals and similar conditions. A Party shall, in order to avail itself of any of the provisions of this Section, promptly send a written notice of the Force Majeure Event to the other Party, including a description of the Force Majeure Event, its expected duration and a description of the actions being taken by the Party to mitigate the effect of the Force Majeure Event. 9.5 Severability. For the purposes of this section, the Parties acknowledge and agree that each and every term of this Agreement is of the essence. If any one or more of the provisions contained in this Agreement should be declared invalid, illegal or unenforceable in any respect, the validity, legality and enforceability of the remaining provisions contained in this Agreement shall not in any way be affected or impaired thereby so long as the commercial, economic and legal substance of the transaction contemplated hereby are not affected in any manner materially adverse to any Party. Upon such a declaration, the Parties shall modify this Agreement so as to carry out the original intent of the Parties as closely as possible in an acceptable manner so that the transactions contemplated hereby are consummated as originally contemplated to the fullest extent possible. 9.6 Further Assurances. Each Party shall at any time and from time to time, upon each request by the other Party, execute and deliver such further documents and do such further acts and things as DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 - 7 - the other Party may reasonably request to evidence, carry out and give full effect to the terms, conditions, intent and meaning of this Agreement. 9.7 Amendments. This Agreement may be modified or amended only with the mutual written consent of the Parties. 9.8 Assignment. Neither Party may assign its rights or obligations hereunder without the written consent of the other Party, except that BiblioCommons may assign this Agreement to any third party, without consent, in connection with any sale, amalgamation, reorganization or similar transaction involving a sale of all or substantially all of its shares or assets, provided that such assignee adopts this Agreement. 9.9 Subcontracting. BiblioCommons may subcontract portions of the Service, provided that BiblioCommons shall remain responsible for all of its obligations under this Agreement as the original contracting party hereto. 9.10 No Waiver. No failure or delay by any Party in exercising any of its rights or remedies hereunder will operate as a waiver thereof, nor will any single or partial exercise of any such right or remedy preclude any other or further exercise thereof or the exercise of any other right or remedy. Except as otherwise provided herein, the rights and remedies of the Parties provided in this Agreement are cumulative and not exclusive of any rights or remedies provided under this Agreement, by law, in equity or otherwise. 9.11 No Agency. The Parties are not partners or joint venturers; neither Party is the agent, representative, or employee of the other Party; and nothing in this Agreement will be construed to create any relationship between them other than an independent contractor relationship. Neither Party will have any responsibility or liability for the actions of the other Party except as specifically provided herein. Neither Party will have any right or authority to bind or obligate the other Party in any manner or make any representation or warranty on behalf of the other Party. 9.12 Notices. All notices, consents and other communications required or which may be given under this Agreement will be in writing and will be deemed to have been duly given when given by hand, by courier, or by email confirmed by the recipient.. If sent outside business hours of the addressee, such notice, consent or other communication will be deemed to have been duly given at the beginning of the next Business Day. Notices, consents and other communications shall be addressed to a Party at its address set forth below, or at such other address as a Party may hereafter designate by notice given in accordance with the terms hereof If for BiblioCommons: BiblioCommons Inc. 119 Spadina Ave. Suite 1000 Toronto, ON M5V 2L1 Canada Attention: Patrick Kennedy with a copy to: Stikeman Elliott LLP 5300 Commerce Court West 199 Bay Street Toronto, ON M5L 1B9 Canada Fax: (416) 947-0866 Attention: Wesley Ng If for Subscriber: City Clerk City of Palo Alto P.O. Box 10250 Palo Alto, CA 94303 With A Copy to: Director Palo Alto Library 1305 Middlefield Road Palo Alto, CA 94301 9.13 Counterparts; Facsimile. This Agreement may be signed in any number of counterparts, each of which shall be an original, with the same effect as if the signatures thereto and hereto were upon the same instrument, and facsimile or scanned signatures shall be deemed original. This Agreement shall become effective when each Party hereto shall have received an original, scanned or faxed counterpart hereof signed by each other Party hereto. 9.14 Governing Law and Venue. This Agreement shall be governed and interpreted by the laws of the State of California. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 IN WITNESS WHEREOF the Parties have executed this Agreement as of the date first above written. BIBLIOCOMMONS INC. PALO ALTO CITY LIBRARY Name: Patrick Kennedy Name: Title: President Title: APPROVED AS TO FORM Name: Title: DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “A” - 1 SCHEDULE “A” TEMPLATE ORDER FORM (Attached) DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 2 DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 3 DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 4 DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 5 DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 6 DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 7 DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 8 SCHEDULE “A-1” BIBLIOCORE SERVICE DESCRIPTION The Service will provide an OPAC for Subscriber’s holdings. The “Core Service” will include: • The mapping of bibliographic data from Subscriber’s ILS • MARC record synchronization between BiblioCommons servers and Subscriber’s ILS • Registration and log-in for Authorized Patrons: • Create account on BiblioCommons if first login, and record personal account information • Fetch list of checked out items, holds and recently returned when requested • Fetch list of fines when requested • Support for user-generated content: • Bibliographic Records (Bibs) may be annotated as follows: Add faceted tags Specify I own this Add or edit Comment Add a Notice about the content Add Quotation(s) Add to List Enter Private Notes • “Lists” or “Guides” Function Create and annotate a List Add bibs from the catalogue Add URL to a list Add item annotations Make a list Public / Private Configuration option to feature staff-created lists prominently in search results for lists. • “My Shelves”– including facets • Recommendations “Follow” a user Receive recommendations • Block/unblock user • Flag inappropriate content • Search • “One box” search interface • Basic search options: title, author, subject, tags, lists. • Advanced Search Interface • Faceted search-results interface, includes Rating facet • Sort-by options for search results • Advanced “Did you mean…” feature • Graduated search feature: “Broaden your search” • Display holdings and availability. • Display of Bibliographic Records • Bib Page: Bib information (title, authors) Key MARC data Key inventory data (availability at local branches) Holdings information for serials User-generated content for a bib, hiding user-generated content from blocked users Third-party bib content provided by Subscriber (e.g. Syndetics, Content Café ) • Ability for users, from the Bibliographic Record, to Place holds Add user-generated content / add to My Collections DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 9 Browse adjacent titles • Transactions: • Place holds • Cancel holds • Suspend holds • Renew items • Change patron email address • Messaging • User Inbox provides central location for all messages posted • Message blocking available for users under the age of 13 • Options for sharing content outside of BiblioCommons environment • Explore New Titles • Faceted Browsing • Configurable New Titles Listings • Community credits: automatically saved and displayed to patron • Library Admin: • Community Credits: On/Off • High-level activity reporting • Tiered permission levels to site: ability to enable authorized Library staff content to be flagged on site • Extraction of library data uniquely held by BiblioCommons, using BiblioCommons Web Services APIs, for library "add-ons" or "widgets". • Configuration of messages • BiblioCommons will provide upgrades to the Service at no additional cost. Notwithstanding the above, BiblioCommons reserves the right to charge separate fees for additional services outside the scope of what is described here. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 10 SCHEDULE “ A-4 ” BIBLIOWEB SERVICE DESCRIPTION The BiblioWeb Service is a software as a service made available to users through the Internet. It will include the following functionality and work: 1. Home Page a. Template options to promote your library’s content. Depending on your templating decisions, different card sizes and features are available for use (e.g. a BiblioEvents feed, a blog feed, a new titles carousel, social media blocks) b. A range of content card types for use on the homepage and other card-based pages, including: blog, news, list, catalog title, tweet, event, other resource. A style guide will be implemented based on your library’s color palette. 2. Header & Footer a. “One box” search interface that will easily toggle between BiblioCore , BiblioEvents, and BiblioWeb. b. Seamless navigation and header branding across BiblioCore, BiblioEvents and BiblioWeb.. c. BiblioCommons will provide a static asset file for the header for use on other websites 3. Browse functionality a. Ability to create an unlimited number of Browse pages b. Ability to create, edit and order carousels for each Browse page to highlight website & catalog materials c. Ability to mark a card as featured. 4. Blogs a. Ability to set up blog categories and create aggregate feeds. b. Staff WYSIWYG editor to create and edit posts. c. The ‘Add a Title’ widget in the WYSIWYG editor facilitates adding titles from Core, which in turn displays a teaser of the post on related bib records. (Note: this functionality is not optimized for consortium.) d. Ability to preview posts. 5. Blog Commenting a. Support for ILS-authenticated user commenting on blog posts. b. Peer-moderated flagging system (user facing). 6. Static Pages a. Access to a simple WYSIWYG editor for creating static pages. b. Ability to unpublish pages. c. Ability to preview static pages. d. Ability to revert back to previous versions of a page. e. Ability to add event, FAQ, online resource and blog post widgets in right sidebar. f. A third party service should be used to host videos; PDFs will be hosted by BiblioCommons 7. Online Resources a. Ability to add online resources and descriptions. b. Ability to organize online resources by multiple taxonomies 8. Frequently Asked Questions a. Ability to add frequently asked questions. b. Ability to create categories to organize FAQs. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 11 c. Ability to embed FAQs on static pages. 9. Library Location Pages a. Library location, hours, contact information and photo are displayed in a content block administered by library. b. Ability to link to directions to the library. c. Locations easily accessible via top navigation. d. Ability to search for closest locations by ZIP code or postal code. e. Daily schedules will have current day highlighted. 10. Forms a. Ability to build forms using a variety of form fields. b. Ability to make fields required. c. Ability to set-up email notification for staff when a form is submitted. d. The confirmation message that is presented to users is configurable. e. All content submitted via forms is archived and accessible on the website. Content is purged after 12 months. f. Users can submit information to the library through online forms. 11. Site Administration a. Admins can assign staff one of the 5 pre-configured tiered permission levels. b. Ability to put up a system message on BiblioWeb. c. Ability to provide patron-friendly URL aliases for some content types, like pages, blog posts and news posts d. Ability to create page redirects that direct users to pages that replace decommissioned content. e. Access to a link checker to validate that URLs are live. f. Site usage statistics via integration with Google Analytics. 12. The website will be responsive. 13. Staff training and materials a. Access to articles in the BiblioCommons Knowledge Base about BiblioWeb. b. Training on the features will be train-the-trainer based. It may include webinar-based training, in-person training or both. c. Training will cover: how to use the different modules, best practices and tips & tricks. Without limitation, BiblioCommons will not create, configure or manage website content as part of the BiblioWeb Service. Please note that BiblioWeb was not designed to handle sensitive data and is not PCI compliant. Credit card, banking and social security information should not be collected through the BiblioWeb forms module, nor through embedding an iframe or other third party service on the site. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 12 SCHEDULE “A-5” Suggest for Purchase Module Service Description During the Suggestions-Module Term, BiblioCommons will build and make available on the Internet a Suggest for Purchase service. Current Functionality x Suggestion form o User must be logged in to submit form. o User completes the form with the following elements: title, author, format, ISBN, publisher, publication year, audience, fiction/non-fiction, language, and additional notes o User suggestions for books are automatically approved if the user suggests a book by a white-listed author o User suggestion is automatically denied if the title is older than the publication year set by the library as part of the implementation o User suggestion is looked up against the ILS to ensure the title is not already owned - if a match is found then the user is directed to the possible matches o Confirmation messaging upon submission. o Subscriber may customize text at top of form, including a link to collection development policy o User may be limited to submitting a certain number of requests per month based on an administrative setting x Tracking page for user o User can see all titles s/he has suggested. o User can see status of request. x Administration pages will allow staff to: o Edit user submissions. o Filtering suggestions fiction/non-fiction o Filter suggestions by format or audience or language o Respond to user suggestions from a selection of pre-defined responses o Respond to user suggestions with free-text o Search for suggested titles by title from the list that have not been reviewed o Approve or deny in bulk o Manage a list of white-listed authors and contributors by language, which will automatically be approved if the book is less than 2 years old. o Pull suggest for purchase reports (xls) by date. Reports will include: user barcode, name, form submission data, status. o Setting a limit on number of requests per user on a monthly basis o Administration pages for staff will facilitate: Ability to edit, add, and delete the pre-defined responses to users. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 13 SCHEDULE “A-6” EVENTS SERVICE DESCRIPTION The Events Service will include: 1. Tiered permissions a. Tiered permission levels to allow admins the ability to create, edit, and publish events. b. Ability to add taxonomy terms to program type and event type taxonomies 2. Create / Manage Events a. Free form fields include: event name, description (with WYSIWYG editor), registration contact information, event room location. b. Structured fields and taxonomies include: date, start time, end time, location (auto-includes street address, city, postal code / zip code, phone number), audience, event type, program type, and language. c. Ability to add images. d. Ability for staff with event permissions to mark an event as cancelled or full. e. Ability to use the ‘Add a Title’ widget to add catalog titles to events, making the event appear in the catalog. f. Ability to specify an event as recurring or multi-session. g. Ability for staff to specify whether an event has no registration, offline registration or online registration. 3. Events - Search and Browse a. Browse i. Chronological list view of events that can be narrowed by all event facets. ii. Ability to add event to desktop or online calendar (iCal). b. Search i. Keyword events search searches all event fields. Results sorted chronologically. ii. Ability to refine search by all event facets, including audience, location and program name. Multiple facets may be applied. iii. Ability to search events by address or zip code / postal code. c. Event Record i. Full event information is listed. ii. Integration with Google Maps to show event location. iii. Similar events cross-merchandised on the details page. iv. If an event has online registration, ability for user to register for event online. 4. Header Integration a. Search box to include events option. b. Same masthead and theme as Core or CMS. c. Related events pulled into right-hand column of catalog search results through use of Feature in Catalog. 5. Sharing a. Ability to share events to various social networks from the event details page. 6. Reporting a. Ability to export events to a delimited format. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 14 Schedule “A-7” Schedule of Additional Services The Service will also include the following languages for the BiblioCore product: x Language module for Spanish x Language module for Russian x Language module for Traditional Chinese OR Simplified Chinese DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 15 SCHEDULE “A-8” BiblioFines Service Description The Service will also include, as of the Core Launch Date, a PayPal fines payment module for logged-in Users. Any enhancements to the Fines Payment Module will be provided through the Term by BiblioCommons at no additional cost. Functionality x Description of Users’ fines will be provided in the account management display. Includes: o Title or Fee Message o Reason for fine/fee (Such as Overdue or Replacement) o Amount of fine/fee x User-control of display of fines or fees o Users can sort fines or fees by amount o Users can sort fines or fees by title o Users can sort fines or fees by reason x User-controls of which fines or fees to pay o Users can select to pay any one or mix of fines o Users can select to pay all x PayPal PayFlow Integration o BiblioCommons passes on all the pertinent invoicing information related to the fines charged to PayPal o User is directed to the PayPal site to enter credit card information o Once the patron has completed the checkout process on the PayPal hosted checkout pages, PayPal notifies BiblioCommons servers of the outcome of the transaction. o Successful fee payments are communicated to the ILS via the BiblioCommons connector, and the data in account management interface is updated accordingly. x Configurable o Fines module is branded using parameters in the library’s Core configuration o PayPal offers additional customizable options for the hosted checkout pages. o Users can select to pay all Compatibility The BiblioCommons Fines Module is compatible with any ILS that supports: x SIP2 (specifically the fee paid message) x ILS API call to retrieve patron fines must include the fine's bill ID x ILS API call to issue payment for fine must take this bill ID PCI Compliance BiblioCommons is bound to the PCI SAQ-A, and BiblioCommons has completed the SAQ-A 2.0 Self-Assessment Questionnaire. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 6279251 v2 “A” - 16 Schedule “A-9” Schedule of Additional Services The Augmented Content Service will also include: x Augmented Content stream: From the Critics, book reviews in the catalog DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “B” - 1 SCHEDULE “B” POST IMPLEMENTATION SUPPORT Support Process and Response Time BiblioCommons provides four levels of post-rollout support for the Core Service and the BiblioWeb Service as applicable. These vary in timing and scope, in proportion to the severity of the problem to which they are responding. BiblioCommons defines severity by four levels: 1. Emergency 2. Critical 3. Normal 4. Low-priority. The severity of a problem is determined by: A. The importance of the feature affected B. The prevalence of the outage or bug affecting the performance of the feature (“Outage”) A. Definition of feature importance Primary Features Secondary Features Tertiary Features BiblioCore Service x Site availability x Registration x Login x Search x Holds x Renewals x Item Availability x Synchronization: of bibliographic records (additions, deletions, edits), and item availability) x ILS-independent, BiblioCommons features including: My Shelves and My Lists; user-generated content (e.g. ratings, comments, etc.) and community functionality (e.g. Following, Ignoring, patron to patron messaging,) x Cosmetic issues affecting site functionality x Text changes and cosmetic issues not affecting site functionality x Changes to mapping of configurable features – formats, audience, availability status etc. BiblioWeb Service x Site availability x BiblioWeb Homepage x Header and footer; including access to navigation, catalog login and ability to conduct a search x Location hours, address and contact information x Events calendar display x Online Resource pages x Blogs & news posts x Browse pages x Program pages x Forms x FAQs x Cosmetic issues affecting site functionality x BiblioWeb Admin Login x Events Admin interface x Text changes and cosmetic issues not affecting site functionality x Archival Collections x Ability to upload and access media x Sidebar widgets DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “B” - 1 B. Definition of Prevalence Complete: System-wide; consistently reproduced in supported browsers and against (multiple) patron IDs. Partial: Feature Outages that are not universal, but are estimated to affect a significant (i.e. >5%) of relevant use cases (e.g. logins, pageviews, holds, etc.). Sporadic: Affecting less than 5% of total relevant use cases. Severity Classification by Feature Importance and Failure Prevalence: Prevalence of Failure Complete Partial Sporadic Feature Importance Primary ■ Emergency ■ Emergency ■ Critical Secondary ■ Critical ■ Critical ■ Normal Tertiary ■ Normal ■ Low ■ Low Supported reporting methods by issue severity BiblioCommons supports different response methods, depending on the severity of the problem. Contact Method ■ Emergency ■ Critical ■ Normal ■ Low 24/7 emergency phone Standard technical support line during support hours or Online Ticket Entry Online Ticket Entry Online Ticket Entry Emergency Phone A toll-free emergency phone number will be made available to Library staff. BiblioCommons staff will be reachable at this number 24/7. Technical Support Line – for non-emergency, critical requests. Phone support will be available between 8:00 AM and 6:00 PM ET, Monday to Friday. Online ticket entry For non-critical issues, BiblioCommons manages support through an online error ticketing system built into the BiblioCommons Partner Portal. This is the standard gateway for all communications with BiblioCommons Support. BiblioCommons will supply access to this service to the Library for the purpose of issue tracking. Non-critical issues should be reported to BiblioCommons through online support tickets. Once Requests are submitted they will be triaged, with resources and scheduling assigned based on an assessment of the importance of the issue. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “B” - 2 Response Commitments by level of severity Response Commitments ■ Emergency ■ Critical ■ Normal ■ Low Immediate. Worked on until resolved. Immediate, or next working day if outside support hours. Typically resolved within 24 hours, if resolution is possible without code modification. May be included in Hotfix release depending on severity. However, BiblioCommons reserves the right to defer high-risk code changes to the next scheduled Feature Release Requests are reviewed within two business days. They are then assigned a priority level based on the scope and severity of the issue. They are prioritized against other outstanding issues for potential inclusion in upcoming releases. Requests are reviewed within two business days. Low priority issues are dealt with as resources permit. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “C” - 1 SCHEDULE “C” SERVICE LEVELS BiblioCommons shall use commercially reasonable measures to make the Core service available with a minimum uptime standard of 99.5%, excluding scheduled maintenance windows or any unavailability resulting from a Subscriber’s applications, equipment, facilities, or employees. Service Unavailability At the request of the Subscriber, BiblioCommons will calculate Subscriber’s “Service Unavailability” for the previous month. “Service Unavailability” consists of the number of minutes that the Core Service was not available to Subscriber, and includes any unavailability associated with any unscheduled maintenance. Service Unavailability will not include any scheduled maintenance, nor will it include any unavailability resulting from: a) Subscriber’s applications, equipment, facilities, or employees; b) any acts or omissions of Subscriber, or Users; or c) any event outside the reasonable control of BiblioCommons and Force Majeure events as defined in the Agreement. Remedy Subscriber’s exclusive remedy for a failure of the Service shall be that for any continuous period of 24 hours or more of Service Unavailability, at Subscriber’s request, Subscriber’s Term shall be extended for one additional week without additional charge. Scheduled Maintenance The Subscriber acknowledges that the Service may not be available to Subscriber and Authorized Patrons during scheduled maintenance. For the purposes of this paragraph, “Scheduled Maintenance” only refers to planned, routine maintenance carried out by BiblioCommons that has the effect of significantly limiting the functions of the System available to Subscriber and Authorized Patrons. BiblioCommons shall limit Scheduled Maintenance to ten hours per month and shall make reasonable efforts to notify Subscriber of Scheduled Maintenance not less than twenty-four hours in advance. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “D” - 1 SCHEDULE “D” TECHNICAL REQUIREMENTS Subscriber must meet the following requirements in order to take advantage of the Service. These requirements may be amended from time to time by BiblioCommons in accordance with evolving technical standards in the industry. ILS Server and Database x The ILS Server must be a locally hosted instance of an ILS system as may be agreed to by BiblioCommons. x The ILS server must offer or accommodate a reliable programmatic method: x to access cataloguing and patron data; and x to execute circulation requests on behalf of a User x to execute any other ILS-based services stipulated in this Agreement. x Libraries must be able to provide the version number of the ILS application and its underlying database and operating system. x The standard security configuration provides for access to the ILS connector by opening a port in Subscriber’s firewall to BiblioCommons servers. Any additional security requirements from Subscriber may be accommodated for a supplementary implementation fee by written agreement. Tomcat Server x There must be a new and correct installation of Apache Tomcat 6.0 on a server (“the Tomcat server”) in the library environment. x The Tomcat Server must be installed on the same server in which any Unicorn/Symphony API server commands are located. x There must be an instance of Java 1.7 on the Tomcat server, and it must be modifiable as BiblioCommons requirements evolve. x Tomcat Manager must be installed on the new Tomcat instance. x For Unicorn/Symphony, the Tomcat Server must be run using the ‘sirsi’ user. Tomcat must be available through Subscriber’s firewall to the BiblioCommons servers. x As required for monitoring and testing, BiblioCommons must be given SSH or Remote Desktop access to the server running Tomcat. Hardware and Bandwidth x The Tomcat server CPU must have at least 2Ghz in processing speed, or processing speed that provides response time that is acceptable to Subscriber and BiblioCommons x The Tomcat server must have a minimum of 256 MB of available RAM (for small libraries, under 25,000 population served), 512 MB (for medium libraries, under 100,000 population served) or 1 GB or more (for large libraries). x The Tomcat server must have a minimum 1 GB of free space on the hard-drive except for III instances, where the Tomcat server must have a minimum 10 GB of free space. x The Tomcat server CPUs must not exceed 50% utilization (with existing, non-BiblioCommons load). x The library’s communication (all network communication from the Tomcat server to the ILS server, the ILS database, and to the external Internet) must be through a high-speed, reliable Internet connection: 5Mbps bi-directional (upload/download) or better for a small or medium-sized library, or 44Mbps bi- directional or better for a large library serving a population over 100,000. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “D” - 2 Assistance and Access To successfully launch and maintain the BiblioCommons service, Subscriber must be prepared to provide: x A Project Manager (the “Library Project Manager”) to act as a liaison between your library and BiblioCommons; x A lead technical contact. x During the testing and acceptance phase, if any incompatibilities with API calls arise, BiblioCommons will be granted SSH access to the system in order to verify API calls. User Interface Subscriber will be asked to provide graphic elements that meet basic usability criteria, including for example font and background colours for the navigation bars, and a horizontally oriented logo, no larger than 260px width x 130px high, with a RBG background colour or image. BiblioCommons offers support for the following browsers: x Internet Explorer x Firefox x Safari x Chrome An up-to-date listing of the oldest supported browsers will be posted here: http://www.bibliocommons.com/how-we-work/supported-browsers Other browser support may be provided by written agreement. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “D” - 3 Data Quality In order to facilitate BiblioCommons data transfers and the sharing of information among patrons and libraries, BiblioCommons has deployed the following minimum standards for data, which are preconditions for the Service. BiblioCommons has worked with other libraries to develop these standards based on the demands of both the ILS and the user experience. MARC and Patron Data BiblioCommons’ requirements for MARC mapping reflect typical cataloguing practice: x Use of AACR2 or RDA and MARC21 standards for Bibliographic and Authority data; x Authority and Bibliographic records must be exportable separately with corresponding links between the two. Subscriber will complete a survey describing a set of rules that can be used across all bib records to isolate key data for mapping into BiblioCommons schemas, including for example and without limitation: x Format values (e.g., DVD, Braille book) x Audience values: Adult, Teen, Children x Fiction/Non-fiction/Other BiblioCommons will supply sample MARC that inventories the character sets and encoding it expects. Subscriber will then identify and export records that surface these character-set issues for testing. BiblioCommons will only support character sets and character-set encoding practices typical in library environments. BiblioCommons reserves the right not to support nonstandard library data practices and practices that require custom parsing of data. Identifiers and Other Required Fields x Library records must have persistent identifiers over time. For example, record numbers must persist for any batch delete and re-add process of the same set of records. x All key elements such as patron identification, bibliographic record identification and item identification must have a unique permanent identifier o For example, if a patron loses their library card, their barcode may change, but the new barcode must reference the same unique permanent identifier. o Universal identifiers should be in place for all bibliographic records where practically possible. x Patron records must have a birth date field, though not necessarily birth data. Cataloguing Workflows Subscriber should be prepared to describe acquisition and cataloguing workflows, explaining how records are added, changed and deleted in various cases (e.g., brief records creating during the inter-library loan processes, records created during the acquisitions process, records that are suppressed from the online public access catalogue (OPAC), batch processes). BiblioCommons will support cataloguing practice and workflows that are typical among public libraries in North America. Subscriber must notify BiblioCommons in advance when a larger than normal number of records is added, edited, or deleted from their ILS. If Subscriber Does Not Meet the Required Conditions DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “D” - 4 BiblioCommons will show flexibility in the requirements detailed in this Schedule “D” if mutually agreeable alternatives are found. But in the absence of such alternatives and where Subscriber fails to meet materially any of the requirements, Subscriber will a) use its own resources to perform the work necessary to conform to the requirements or to specifications applied by BiblioCommons in libraries of similar size and with the same or similar ILS deployment, or b) hire BiblioCommons at a rate of $1500 per day per technician to develop a reasonable solution that will be specified and estimated in advance by BiblioCommons. Subscriber at its sole option may choose a mediated–access model for Tomcat rather than providing to BiblioCommons 24-hour, 7 day-a-week remote desktop access to the server running Tomcat (“Remote Access”). The annual fee payable to BiblioCommons for supporting such mediated–access model shall be ten thousand dollars ($10,000) (the price in effect on the date hereof) or such other amount as may be quoted by BiblioCommons at a later date. Any remedy for Service Unavailability provided for herein will be void if BiblioCommons was not given Remote Access. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “E” - 1 SCHEDULE “E” PRIVACY STATEMENT A link to the Privacy Statement will appear to all Authorized Patrons or users registering with BiblioCommons during the registration process, and will appear on all main pages of the Service. The following Privacy Statement was in effect February 2015 and may be amended by BiblioCommons from time to time, and upon written notification to Subscriber in the event of any substantial change. PUBLIC LIBRARY has entered into an agreement with BiblioCommons to provide an online service that will make it easier to track your holds and renewals and find the titles you are looking for. In addition, you may also choose to use this service to share ratings and commentary about the titles you find at PUBLIC LIBRARY, and to connect with other library users. When you use the pages in PUBLIC LIBRARY ’s catalog that say “Powered by BiblioCommons” in the lower left- hand corner of the screen, you are using what is referred to in this document as the “BiblioCommons Service,” and any information that is collected or shared here will be governed by this Privacy Statement. BiblioCommons believes that effective privacy controls are the cornerstone of open and engaged communities. We have implemented the standards described on this page to protect the privacy of all users, at the same time providing the opportunity to share information about books, movies and music for those who are interested. By using the BiblioCommons Service, you agree to the terms of this BiblioCommons Privacy Statement and the BiblioCommons Terms of Use. The BiblioCommons Privacy Statement and BiblioCommons Terms of Use can be accessed anytime through the links at the bottom of each page that is powered by BiblioCommons; together they are the only documents that govern your relationship with BiblioCommons. Is this the only policy governing the use of my information on services offered by the library? No. Information you provide on the BiblioCommons Service may be transmitted to your library and its designated service partners, where it will be handled according to the policies your library has implemented in those environments. Please check the library’s website to view these documents, or speak to a librarian. What types of information are collected on this service? Several types of information may be collected and stored on the BiblioCommons service: x Personal information x Borrowing information x Shared content x Feedback and Suggestions x Non-Identifying information You will find a description of how this information is handled in the sections that follow. Personal Information What personal information is gathered? DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “E” - 2 BiblioCommons gathers personal information that you provide or choose to import from PUBLIC LIBRARY. If you register for the BiblioCommons Service, your library barcode, PIN and borrower ID, name, birth month and year, and email address are automatically loaded into your on-line account from your library record. If some of this information is not available in your record you may be asked to provide it. If you participate in some optional services, for example youth and literacy programs, BiblioCommons may also ask for additional information, such as your ZIP/postal code, education level and gender, in order to support program evaluation. How is my personal information used? We use your personal information to create an online account in your name, provide the services that you have requested, monitor and improve the service, keep your library record up to date, and customize content. We do not share your information or activity with ad networks or other entities that are not directly involved in the services you choose to use. If you choose to share information or opinions about books, movies, music, and other topics, participate in online conversations, or create selections using Lists or My Shelves (“Shared Content”), information such as the username or name you have chosen to display, your library affiliation(s) and age group may accompany your Shared Content and appear on a profile page that summarizes your Shared Content. If you would like to change your username or modify the information that is made publicly available in connection with these features, please visit your My Settings. BiblioCommons may disclose your personal information and any content associated with your account if required to do so by law or in a good faith belief that such disclosure is reasonably necessary to: (a) satisfy any applicable law, regulation, legal process or enforceable governmental request, or (b) enforce the Terms of Use, including investigation of potential violations hereof. Is my personal information protected? Information in your BiblioCommons account that personally identifies you is encrypted and stored in a secured facility. This information will be used by BiblioCommons and PUBLIC LIBRARY to deliver the services you request in accordance with this Privacy Statement. BiblioCommons will not share, gift, sell, rent or trade your personal information (e.g., your email address or month and year of birth). But we may display Shared Content (defined below) in the BiblioCommons Service, or make other commercial uses of Shared Content. Law Enforcement Requests BiblioCommons does not share information in response to law enforcement requests unless it is presented with a warrant or other legal compulsion. Can I change or delete my personal information? You may alter or delete any of the personal information in your BiblioCommons account except for your name, birth information and your library card number(s); please contact your library staff to make changes to these. If your personal information is updated either through the BiblioCommons Service or directly on your PUBLIC LIBRARY account with the help of library staff, we will synchronize the new information in both locations. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “E” - 3 At any time, you may delete your BiblioCommons account without deleting your PUBLIC LIBRARY account. To delete your BiblioCommons account, please contact the BiblioCommons Privacy Officer. Note that while your BiblioCommons account information will not be available after deletion, some of that information may persist on memory discs. Do I have to provide contact information? No, you do not need to provide contact information to use the BiblioCommons Service. However you may choose to do so in order to receive notices related to your use of the library through the BiblioCommons Service. Your contact information will not be used by BiblioCommons for any other purpose without your consent, or shared with any party other than PUBLIC LIBRARY without your direction to do so. We encourage you to check PUBLIC LIBRARY’s policies to understand the other ways in which your contact information may be used by PUBLIC LIBRARY. BiblioCommons may send email or display messages on the service that provide you with the choice to take advantage of new features and functionality based on your past activity and stated preferences. To change your preferences for system messaging, please go to My Settings. What measures are in place to protect children? Parts of the BiblioCommons Service are open to children under the age of thirteen. However additional measures have been taken to protect their privacy and safety. Patrons under the age of thirteen (13) years (“minors”) will be restricted from using the BiblioCommons Service to enter free text; however provision may be made for a more permissive service for minors with parental consent. While the Terms of Use prohibits the use of the BiblioCommons Service to arrange meetings with minors, children should be advised never to arrange meetings with strangers over the Internet. User-generated content may not be appropriate for children. The BiblioCommons Service contains functionality that will enable you to collapse user-generated content that has been flagged by Users who feel the content may be offensive to some users. Enabling this functionality will help decrease the likelihood of children encountering objectionable material when using the BiblioCommons Service. Where can I learn more about internet safety for users under the age of 18? We recommend that parents and guardians discuss internet privacy and safety with their children. When using the internet, children should be advised: x never to give out personal information such as their real name, phone number, email address, or school without first consulting their parents or guardians, and x never to arrange a meeting with someone they met online. More information about children’s safety online can be found on the following sites. Safety tips for children: x http://kids.getnetwise.org/safetyguide/kids x http://www.safesurfingkids.com/tips_for_kids.htm DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “E” - 4 Tips for parents: x http://www.google.com/familysafety/advice.html x http://www.internetsafety101.org/safety101.htm How can parents and guardians oversee the personal information of their children? Guardians of underage users in the US may make a request to review and alter the personal information collected from their children on this service, or to deactivate their child’s BiblioCommons account. The first step in gaining access to your child’s account is to make your request in person to staff at one of the library’s locations. Be prepared to show proof of your identity and of your relationship with the child. Staff will then have the information retrieved and delivered to you by mail or held for pick-up. Note that guardians cannot be given access to a child’s borrowing record. Note that the BiblioCommons Service does not require children under the age of 13, as a condition of participation, to provide more information than is reasonably required. Borrowing Information Is my borrowing record tracked? No. Lists of your current loans, due dates, outstanding fines, etc. may be loaded from your library record during your sessions online, but this information is not stored on your BiblioCommons account, and it is never shared with other users. You may choose to create a record of your recently-borrowed titles if this service is supported by your library; information about recently borrowed items is never made available to the public unless you choose to enter specific titles on your shelves or in other Shared Content. If you do not choose to enable the recently-borrowed feature, no automatic record of your borrowing will be created. Shared Content What is Shared Content? You may use the BiblioCommons Service to record information or opinions about books, movies, music, and other topics, participate in online conversations, or create selections using Lists or My Shelves; all of this content is called “Shared Content”. Shared Content may be useful for your own reference and can help other users find resources and information. When you contribute content to an individual title, that title is automatically added to My Shelves, a collection that gathers all of the titles to which you have contributed content or chosen to add to your shelves. You may also create Shared Content by interacting with others through messaging, forums, or collaborative guides. Can Shared Content be viewed by the public? Shared Content has been designed for sharing, and is usually public. However you may make portions of your Shared Content private by using your Privacy Settings. In addition, messages sent directly to other users through the service are not publically viewable. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “E” - 5 If you are uncomfortable with the idea of sharing content with others, you may decide not to use My Shelves or contribute ratings, comments, guides, or other types of Shared Content. You do not need to create Shared Content in order to use the BiblioCommons Service. Will my name be visible with my Shared Content? Content and messages that you leave in public view or send to other users will be accompanied by the username that you create, or by whatever display name that you choose at a later date in your account settings. This display name is also linked to your profile page, which includes links to your Shelves, your shared Lists, and any other profile information you choose to display. Can I change my Shared Content? Shared Content that is not interactive may be edited or deleted on this service at any time. Deleted content is removed from our data bases and inaccessible to other users, but may remain in our data back-up system and in third-party search indexes like Google. Shared Content that is not deleted may remain available on the BiblioCommons Service indefinitely, even if you have closed your library account. Messages and chat cannot be deleted or edited once they have been sent. They are logged and archived indefinitely. In the event of complaints regarding violations of the BiblioCommons Terms of Use, this type of information may be used by BiblioCommons to investigate. Interactive Shared Content that other users may respond or contribute to, such as discussions or collaborative guides, may be visible to others indefinitely in association with your display name, and may persist after your BiblioCommons account is terminated. Other Information Feedback and Suggestions When you submit feedback or suggestions they will not be considered confidential and may be stored with your name and email address for analysis and follow-up. Non-Identifying Information BiblioCommons also records anonymous information and activity in order to improve the quality and scope of the features and content you access through the BiblioCommons Service. For example: Information such as your browser type or IP address may be used to help us understand how visitors use the service over time and how it might be improved. Data from your account may also be aggregated in an anonymous way. Anonymous search logs are analyzed to improve the search algorithms. Activity such as borrowing and reading may be aggregated anonymously to guide the development of the library’s collections or to allow publishers to understand how their titles are being used. Cookies Cookies are small files used to enhance the functionality of websites. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “E” - 6 BiblioCommons may set and access temporary session cookies on your computer in order to make our system easier for you to use. In addition, a more persistent cookie is used to store your user preferences. These files do not contain or transfer any personally-identifiable information. You may also choose on the log-in page to save your username in a cookie by checking “remember me.” If you wish to be notified when you receive a cookie, you may set your browser to do so. External Sites The Internet is a big place: take care to guard your personally identifying information. This website may link to other websites that collect personal information. We recommend that you review the privacy policies of these sites before providing them with any personal data. Changes to this Privacy Statement This privacy statement may change from time to time in response to new laws, or to an evolution in BiblioCommons policies or practices. We encourage you to check this privacy statement from time to time for changes. Your continued use of BiblioCommons after a change will signify your acceptance of the new terms. Change of Service In the event that PUBLIC LIBRARY discontinues its participation in the BiblioCommons Service, the PUBLIC LIBRARY may transfer your information to a new service of a similar nature. In addition, PUBLIC LIBRARY may agree to have your information transferred to a successor entity of BiblioCommons or to any entity, which purchases substantially all of the assets related to BiblioCommons or a division of BiblioCommons. Comments? Questions? Contact us: privacy@bibliocommons.com Privacy Officer BiblioCommons 119 Spadina Avenue, suite 1000 Toronto, ON M5V 2L1, Canada tel. 1 (647) 436 6381 PUBLIC LIBRARY may have additional policies that govern other aspects of the services we offer. Please check the library's homepage to view these documents, or speak to a librarian. DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “F”-1 SCHEDULE “F” TERMS OF USE Acceptance of the Terms of Use is a condition of any use of the Service. In addition upon registration, which is required before an Authorized Patron may access circulation functions or contribute content, he or she must signal his or her agreement to the Terms of Use by clicking a checkbox. The following Terms of Use were in effect on February 2015 and may be amended by BiblioCommons from time to time. PUBLIC LIBRARY has entered into an agreement with BiblioCommons to provide an online service that will make it easier to track your holds and renewals and find the titles you are looking for. In addition, you may also choose to use this service to share ratings and commentary about the titles you find at PUBLIC LIBRARY, and to connect with other BiblioCommons users. When you use the pages in PUBLIC LIBRARY’s catalog that say “Powered by BiblioCommons” in the lower left-hand corner of the screen, you are using what is referred to here as the “BiblioCommons Service,” and these BiblioCommons Terms of Use apply. Your use of the BiblioCommons Service is subject to the BiblioCommons Terms of Use, and indicates that you accept these Terms of Use, which includes the BiblioCommons Privacy Statement; together they are the only documents that govern your relationship with BiblioCommons. You may not use the BiblioCommons Service if you do not accept the Terms of Use; please read them carefully. Is this the only policy governing my use of the library’s services? No. PUBLIC LIBRARY may have additional policies that govern other aspects of the services we offer. Please check the library’s website to view these documents, or speak to a librarian. REGISTRATION Is Registration Necessary? It is not necessary to register with the BiblioCommons Service in order to search the PUBLIC LIBRARY catalog. However, registration is required to use BiblioCommons for personalized services, such as managing your renewals and holds, contributing ratings and reviews, personalized recommendations, and communicating electronically with other users. Who is Eligible to Register? Registration for use of the BiblioCommons Service is open to all patrons of PUBLIC LIBRARY and other libraries affiliated with BiblioCommons (PUBLIC LIBRARY and other affiliated libraries are referred to herein as "Participating Libraries"). Can children use this service? Children are welcome to register for the Service. However, we recommend that parents and guardians discuss internet privacy and safety with their children regularly. Please read the BiblioCommons Privacy Statement to find out more about the measures that have been put in place on the BiblioCommons Service to protect the privacy and security of children, and for information on protecting your child’s privacy and safety online. Where can I find out more about the privacy policy of the BiblioCommons Service? DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “F” - 2 The privacy of your personal information is important to BiblioCommons. We have established security measures and controls to ensure that your information is only used as you wish. We encourage you to review the BiblioCommons Privacy Statement, which forms a part of these Terms of Use, as well as the PUBLIC LIBRARY Privacy Policy. SHARED CONTENT What is Shared Content? You may use the BiblioCommons Service to create “Shared Content,” which is any information, content or opinion that you post on the Service; it includes online conversations on the Service and selections you create using Lists or My Shelves. Shared Content may be useful for your own reference and can help other users find resources and information. Shared Content may include for example collections, ratings, reviews, video, or conversations with other users. You may make portions of your Shared Content private, or you may leave it publicly available (as “Public Content”) for the benefit of yourself and other users in your library and on the World Wide Web. To learn more about the controls BiblioCommons has put in place to protect your privacy, please refer to the BiblioCommons Privacy Statement, or visit your privacy settings. Who owns Shared Content? Registered Users retain any ownership rights they have in content that they post on the BiblioCommons Service. However as described below, other users of the service, PUBLIC LIBRARY and BiblioCommons are granted an irrevocable, perpetual, non-exclusive license to use Shared Content. Can other users use my Shared Content? The sharing of content is an important objective of the BiblioCommons Service. 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Format: .csv format or such other format that the Parties may agree upon Scope: Shared Content that has been submitted by Users via the BiblioCore and BiblioWeb products G.2 - Staff-Contributed Data Export Upon Termination – BiblioWeb Fee: $500.00 Format: XML format Scope: Content that is in production that has been created by Subscriber’s staff in the BiblioWeb product G.3 – Mediated Remote Access Fee: $10,000.00 As provided for in Schedule “D.” DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 “F” - 2 DocuSign Envelope ID: 0E166BD0-A718-4651-B591-E409439F5DF0 City of Palo Alto (ID # 7727) City Council Staff Report Report Type: Action Items Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: Comp Plan Update - Transportation and Land Use Elements Title: Comprehensive Plan Update: City Council Review & Direction Regarding the Revised Draft Land Use & Community Design Element and the Revised Draft Transportation Element From: City Manager Lead Department: Planning and Community Environment Recommendation Staff recommends that the City Council review the May 1 Draft Transportation Element in Attachment A and the May 1 Draft Land Use & Community Design Element in Attachment B, and provide the following direction to staff in order to facilitate preparation of a final draft of the Comprehensive Plan Update: 1. Transportation Infrastructure Investments. Please confirm your support for the following list of infrastructure investments which is included in the text of the Draft Transportation Element. (Note: While not all of these improvements may prove feasible during the life of the Comprehensive Plan, and a funding plan would be needed for those without designated funding, they represent the City’s vision for the future.) a. Improvements within existing rights-of-way that provide for traffic calming or relatively small increases in roadway capacity by adding turn lanes or making other intersection adjustments; b. Full grade separations for automobiles, pedestrians, and bicyclists at Caltrain crossings; c. Retrofit/improvements to existing grade separated Caltrain crossings for pedestrians and bicyclists at California Avenue and University Avenue; d. Construction of new pedestrian and bicycle grade separated crossing of Caltrain in South Palo Alto and in North Palo Alto; City of Palo Alto Page 2 e. Pedestrian and bicycle improvements derived from the 2012 Bicycle and Pedestrian Plan as amended over time; f. The US 101/Adobe Creek bicycle and pedestrian bridge; g. El Camino Real intersection and pedestrian safety/streetscape improvements; h. Downtown mobility and safety improvements; i. Geng Road extension to Laura Lane; and j. Middlefield Road corridor improvements. 2. Transportation Infrastructure Assumptions. Please confirm your support for the following list of infrastructure projects that may be constructed by other agencies and could affect Palo Alto streets during the life of the Comprehensive Plan. a. Elements of the County’s Expressway Plan 2040 in or near Palo Alto, including widening Oregon-Page Mill with HOV lanes and a bicycle/pedestrian trail between I-280 and Foothill Expressway, intersection improvements along Oregon-Page Mill between Porter and Hansen and at El Camino Real, reconfiguration of the interchange at I-280/Oregon-Page Mill Road, and an ITS/signal system Countywide; b. US 101 southbound improvements from San Antonio Road and Rengstorff Ave.; c. Caltrain modernization including electrification; d. Bus rapid transit in mixed flow lanes on El Camino Real using curbside boarding platforms and queue jumping; and e. Improved circulation in the Palo Alto Transit Center, including direct access to El Camino Real for transit vehicles. 3. Other Transportation Element Revisions. Please confirm support for the tracked changes in the Draft Transportation Element in Attachment C, which reflect City Council direction on September 19, 2016 as well as staff-initiated updates to implementation programs. Specifically, please confirm the Element’s emphasis on: a. Reducing reliance on single occupant vehicles through TDM, expansion of the shuttle program, bicycle & pedestrian improvements, and other means; b. Effective first mile/last mile solutions; c. Continuing to work to address traffic congestion; d. Enhancing connectivity; e. Addressing neighborhood impacts; f. Meeting parking demand and evaluating changing parking needs over time; City of Palo Alto Page 3 g. Prioritizing pedestrian and cyclist safety; h. Meeting the needs of transit dependent communities; i. Preparing for technological and societal changes that will affect transportation and parking demand; and j. Prioritizing Caltrain grade separations and regional cooperation. 4. Land Use & Community Design Revisions. Please confirm support for the tracked changes in the Draft Land Use & Community Design Element in Attachment D, which reflect City Council direction on January 30, 2017 as well as staff-initiated changes to eliminate redundancies and update for progress on transportation programs since the Council’s September review. 5. Alignment of the Land Use & Transportation Elements. Please consider the extent to which the two revised elements reviewed this evening are in alignment and identify needed adjustments. Executive Summary The Transportation and Land Use Element are arguably the heart and soul of the City’s Comprehensive Plan and have been the subject of considerable discussions and deliberations since the Comprehensive Plan Update began in 2008. The revised Draft Transportation Element in Attachment A reflects revisions based on the City Council’s input on a prior draft prepared by the Citizens Advisory Committee (CAC), as well as staff recommended changes to improve clarity and eliminate redundancies, and articulates a clear vision for the future of Palo Alto, with an emphasis on reducing reliance on single occupant vehicles, addressing neighborhood impacts, better serving transit dependent communities, pursuing Caltrain grade separations, and regional cooperation. The recommended action would confirm this emphasis and the infrastructure investments that may occur over the life of the plan. Attachment C uses tracked changes to show revisions since the Council’s review in September 2016. The revisions are summarized in this staff report, below, which also contains a link to the prior staff report and draft document. The revised Draft Land Use & Community Design Element in Attachment B reflects revisions based on the City Council’s input on a prior draft prepared by the CAC and emphasizes the need to preserve and expand housing options in Palo Alto, and lays out a policy framework to address this need, to cap office/R&D development, to preserve neighborhood centers, and to preserve community character, among other things. The recommended action would confirm this emphasis, the policy framework, and revisions to the implementation programs based on City of Palo Alto Page 4 the Council’s direction on January 30 and March 27, 2017. Attachment D uses tracked changes to show revisions from the adopted Land Use & Community Design Element (although some sections have been moved around without showing them as deleted and added). The revisions are summarized in this staff report below, which also contains a link to the prior staff reports and draft document. The full text of Council’s motions from January 30 and March 27, 2017 are included in Attachment E for informational purposes, although pertinent sections are summarized in Table 1. Following the City Council’s review of these draft elements, three other elements (Safety, Natural Environment, and Business & Economics), and additional chapters of the Comp Plan (Introduction, Governance, and Implementation), staff will be asking the City Council to refer a full draft of the Comprehensive Plan Update to the Planning & Transportation Commission for a recommendation, facilitating the City Council’s consideration and adoption of a final version later this year. Separately, the City is preparing a Final EIR that responds to comments on the 2016 Draft EIR and the 2017 Supplement to the Draft EIR and describes a Preferred Scenario that reflects the Council’s input on March 27, 2017 and this evening. The Comprehensive Plan Update may not be adopted until the Council has certified the Final EIR. Background The 1998-2010 Palo Alto Comprehensive Plan contains the City’s official policies on land use and community design, transportation, housing, the natural environment, business and economics, community services, and governance. The Comprehensive Plan provides the basis for the City’s development regulations and the foundation for its capital improvement program. An update of the Comprehensive Plan was initiated by the City Council in 2006 and commenced in 2008. In 2014, the Council received the Planning & Transportation Commission’s (PTC’s) suggested revisions and endorsed a new framework for the planning process to include broad community engagement, discussion, and analysis of alternative futures, cumulative impacts, and mitigation strategies. A community “summit” was held in mid-2015, and a Citizens Advisory Committee (CAC) was formed to make recommendations to the City Council on policies and programs for inclusion in the update. Since 2014, the City Council has provided guidance on the vision and goals for each element of the Comprehensive Plan Update, and the CAC has completed its review and recommendations regarding all of the chapters or “elements” of the plan. The City Council is now in the process of reviewing the CAC’s work, and providing their input on plan revisions to city staff and consultants. City of Palo Alto Page 5 As described in the staff reports for September 19, 2016, November 28, 2016, and January 30, 2017, which are available at the links below, the Draft Land Use and Transportation Elements are the products of many, many meetings and substantial efforts by the full Comprehensive Plan CAC, subcommittees of the CAC, staff and consultants. They were based on a close reading of the existing Comprehensive Plan and the changes recommended by the Planning & Transportation Commission in early 2014, as well as public input received throughout the planning process. Prior staff reports are located here: September 19, 2016: http://www.cityofpaloalto.org/civicax/filebank/documents/53793 November 28, 2016: http://www.cityofpaloalto.org/civicax/filebank/documents/54761 January 30, 2017: http://www.cityofpaloalto.org/civicax/filebank/documents/55582 The Comprehensive Plan and these specific elements are requirements of State law, and the drafts provided here, have been crafted to meet State requirements and to express the community’s collective vision for Palo Alto. Discussion: Revisions to the Draft Transportation Element The revised Draft Transportation Element in Attachment A has been prepared to address City Council comments received in September 2016, as well as some corrections/additions necessary to reflect ongoing initiatives and capital projects. For example, as requested by Councilmembers, existing Comprehensive Plan Policy T-47 “Protect residential areas from the parking impacts of nearby business districts” has been reinstituted verbatim (Policy T- 5.10).1 Other policy revisions include the addition of some specificity to the TDM requirements in Program T1.2.2, and strong support for the Palo Alto TMA in Policy T-1.2. Revisions to the Element’s background information (page T-14 in Attachment A) also include an updated list of capital projects expected during the life of the plan, and this list should be reviewed carefully. All of the projects should be familiar to the Council with the possible exception of the Geng Road extension. This short section of road would require right-of-way acquisition and would extend Geng Road to Laura Lane through what is now a parking lot. If ultimately feasible, this project would help to address delays at the intersection of Bayshore Blvd. and Embarcadero. There were a number of City Council comments requesting additional information. These are responded to below: 1 If Council is amenable, staff would recommend a slight wording change to say “Work to protect residential areas…” because it will still take a number of years to reduce spillover employee parking demand in the Downtown and Evergreen Park/Mayfield Residential Preferential Parking districts. (This suggestion has not been incorporated in the revised draft element.) City of Palo Alto Page 6  Lane Splitting. AB 51, which was effective January 1, 2017, authorizes the CHP to adopt “educational guidelines” about “lane splitting.” In general, the State Vehicle Code preempts cities ability to adopt traffic regulations in conflict with State law. However we do not know whether the State will adopt regulations that apply to local streets or just to highways.  East Meadow. Staff has confirmed that roadway designations have not been proposed for change. There were also Council comments on policies that have not been incorporated, either because staff was unsure whether there was Council agreement, or it was not clear how the comment could/should be incorporated. These are described below:  Revisions do not include a specific threshold of significance for intersection Level of Service, but the element does include a program to develop one. This approach recognizes that due to changes in State law, the City Council will need to adopt new significance thresholds for CEQA purposes by resolution in the next two years, and that same resolution could contain desired policy thresholds (Program T-2.3.1). This approach will allow for further deliberations regarding the potential impacts to City projects like the recent effort to address traffic on Middlefield North if changes are made to the intersection LOS threshold that Palo Alto has used for many years.  Revisions also do not address the old underpass at El Camino Real near Page Mill Road because of concerns that the underpass is not safe or accessible to persons with disabilities.  We also did not delete the policy (Policy T-6.2) reference to “vision zero,” which is a goal that more and more communities are embracing related to traffic safety. The ten year time frame to achieve this goal was deleted. Finally, the revisions attempt to streamline the text somewhat and have eliminated some programs, but do not reduce the size of the element as much as some Councilmembers might wish. Additional suggestions are welcome. Discussion: Revisions to the Draft Land Use & Community Design Element On January 30, 2016, the Council made a series of motions with specific direction on Land Use Element policy and program wording to keep, add, or revise. The table below contains the text of the motion alongside the specific outcome in the element. A note on numbering: each policy and program that appeared in the January 30 draft of the Land Use and Community Design Element has two numbers: City of Palo Alto Page 7  A consecutive policy or program number based on the corresponding goal number, at the beginning of the text. This number changes with the ordering of the policies and programs.  A "unique identifier" in brackets at the end of the text. This is an individual number assigned to each policy or program. It moves with the policy or program and does not change when the text moves. It is intended to allow readers to track the evolution of a given policy or program across multiple drafts of the Element. Table 1: January 30, 2017 Council Direction on the Land Use Element Adopted City Council Motions* Resulting Revisions to the Draft Element MOTION AS AMENDED RESTATED: Council Member Wolbach moved, seconded by Mayor Scharff to direct Staff to include in the final Draft of the Comprehensive Plan Update: A. Cumulative Cap: Policy L-1.10 would maintain a Cumulative Cap of 1.7 million square feet, which is the square footage remaining under the existing cap, focus the Cap on Office/R&D uses and apply it citywide rather than only in “monitored areas.” It would also exempt medical office uses in the Stanford University Medical Center (SUMC) area (the current Cap does not apply to this geographic area), and require annual monitoring to assess the effectiveness of development requirements and determine whether the Cap and the development requirements should be adjusted; and - Revised narrative section on Cumulative Growth Cap to remove reference to a hotel cap -Kept Policy option L-1.10 [L15], now renumbered as L-1.9 -Deleted other versions of cap in Policy options L-1.9 [L13] and L-1.11 [L16] and associated Programs -Kept Program L1.9.1 [L19] regarding re-evaluating cap as cap is approached. B. Annual Limit: Direct Staff to make permanent the Annual Limit Ordinance of 50,000 Square Feet, separate from the Comprehensive Plan Update; and -Revised narrative section and revised Policy L-1.14 [L23] to become Program L1.9.2 to update the annual limit ordinance to make it permanent. -Deleted all other Policy options in Annual Limit Options section: L-1.13 [L22] to L-1.16 [L25] City of Palo Alto Page 8 Adopted City Council Motions* Resulting Revisions to the Draft Element C. Downtown Cap: Eliminate the Downtown Cap found in existing Program L-8 and focus on monitoring development and parking demand. -Deleted Programs L-1.16.1 [L26], L- 1.16.2 [L27], L-1.16.3 [L28], L-1.16.4 [L29], and L-1.16.6 [L31] - Program L1.16.5 [L30] was not deleted, but was combined with two other programs regarding conversion of FAR, now Program L2.4.4 [L21]. MOTION AS AMENDED PASSED: 5-4 DuBois, Filseth, Holman, Kou no MOTION: Vice Mayor Kniss moved, seconded by Council Member Wolbach to maintain the current 50 foot height limit separate from the Comprehensive Plan Update, continuing as an Ordinance. MOTION PASSED: 7-2 DuBois, Holman no -Height limit was not in narrative; no change to narrative -Deleted Policy options L-6.7 [L111] through L-6.10 [L115] and associated programs MOTION: Council Member Wolbach moved, seconded by Vice Mayor Kniss to direct Staff to exclude from the final draft of the Comprehensive Plan Update “child care” from the list of typical Neighborhood Commercial uses. MOTION PASSED: 6-3 Filseth, Fine, Tanaka no -Deleted words “child care” from Neighborhood Commercial designation on p. L-24 City of Palo Alto Page 9 Adopted City Council Motions* Resulting Revisions to the Draft Element MOTION AS AMENDED RESTATED: Council Member Fine moved, seconded by Council Member DuBois to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Explore multifamily housing at the Stanford Shopping Center, provided adequate parking and vibrant retail is maintained, as alluded to in Policy L-4.7 (the language could be strengthened); and B. Explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start-ups, retail, transit hub, and other community-supporting services that are compatible with the existing uses, to create a vibrant innovation-oriented community; and C. Not support housing in the Town & Country area; and D. Include a new program to explore multifamily housing near Stanford University Medical Center (SUMC). MOTION AS AMENDED PASSED: 9-0 - Revised Policy L-4.7 [L80] per wording in Motion. This wording is now located in Program 2.4.2 under an overall policy about stimulating housing. -Policies L-4.11 [L88] through L-4.13 [L90] focus on retail in Town & Country. -Program L2.4.4 [L21] regarding converting non-retail FAR to residential says conversion to residential FAR should not be considered in Town & Country. - Added new Program regarding housing near SUMC under Policy L- 2.3 [L47] MOTION: Council Member DuBois moved, seconded by Mayor Scharff to direct Staff to include in the final draft of the Comprehensive Plan Update, a new program to eliminate housing sites along San Antonio Road and increase residential densities in Downtown and the California Avenue Area to replace potential units on the sites eliminated. MOTION PASSED: 6-3 Filseth, Kniss, Kou - Added new Program regarding housing sites under Policy L-2.3 [L47] MOTION AS AMENDED RESTATED: Council Member Fine moved, seconded by Vice Mayor Kniss to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Eliminate Development Requirements and Community Indicators in the Comprehensive Plan; and -Deleted related sections in the narrative section (p. L-12,13) -Retained first sentence of Policy L- 1.17 [L32] to “achieve the highest quality development with the least impacts,” but deleted specific development requirements. B. Direct Staff to consider a Community Indicator Program as part of the next iteration of the Annual City of Palo Alto Page 10 Adopted City Council Motions* Resulting Revisions to the Draft Element Performance Report or another on-going monitoring effort. MOTION AS AMENDED PASSED: 8-1 Holman no -Deleted all other Policies and Programs in the Development Requirements and Community Indicators section of Goal L-1 that refer to creating development requirements and community indicators shown in Table L-1 and L- 2, as well as Table L-1 and Table L-2. -No change to Comp Plan; monitoring will happen through separate effort. MOTION: Council Member Wolbach moved, seconded by Council Member Fine to direct Staff to include in the final draft of the Comprehensive Plan Update, Policy L-2.3 about encouraging a mix of housing types and sizes designed for greater affordability and Policy 3.4 about encouraging a mix of smaller housing types. MOTION PASSED: 8-0-1 DuBois abstain -Kept Policy L-2.3 [L47] and merged Policy L-3.4 [L60] into it. MOTION: Council Member Holman moved, seconded by Council Member Fine to direct Staff to include in the final draft of the Comprehensive Plan Update Policy L-3.5 and associated Program L-3.5.1 regarding ways to minimize displacement of existing residents. MOTION PASSED: 8-0-1 Tanaka abstain -Kept Policy; now renumbered as Policy L-2.8 [L57] -Kept Program; now renumbered as Program L2.8.1 [L58] MOTION: Vice Mayor Kniss moved, seconded by Council Member Wolbach to direct Staff to include in the final draft of the Comprehensive Plan Update, policies and programs like Policy L-4.1, Program L-3.2.1, and Program L-6.12.4 about preserving ground floor retail space. MOTION PASSED: 5-0-4 Filseth, Holman, Kou, Scharff abstain -Kept Policy L-4.1 [L65] -Kept Program L-3.2.1 [L52] -Kept Program L-6.12.4 [L124]; now renumbered as Policy L-2.9. MOTION: Council Member DuBois moved, seconded by Council Member Kou to direct Staff to include in the final draft of the Comprehensive Plan Update, maintain Policy L-3.3 and/or Policy L-3.6 (some repetition can be eliminated) and associated Program L-3.3.1 about preserving existing housing that is affordable, such as small cottage clusters, removing from Program L-3.3.1, “and the replacement of rental housing units with ownership housing units.” -Kept these policy concepts, but relocated one to Goal L-2. Now Policy L-2.7 [L53] and Policy L-3.4 [L61]. -Deleted wording about rental housing from Program L-3.3.1 [L54], which is now renumbered as Program L2.7.1 [L54]. City of Palo Alto Page 11 Adopted City Council Motions* Resulting Revisions to the Draft Element MOTION PASSED: 6-0-3 Kou, Tanaka, Wolbach abstain MOTION: Council Member Wolbach moved, seconded by Vice Mayor Kniss to direct Staff to include in the final draft of the Comprehensive Plan Update, Program L-1.16.5 (we will fix the numbering problem here) or L-7.12.1 (some repetition can be eliminated) to revise or consider revising the Transferable Development Rights (TDR) Program Downtown to create bonus residential rather than commercial square footage. MOTION PASSED: 7-0-2 Filseth, Tanaka abstain -Kept both Programs L-1.16.5 [L30] and L-7.12.1 [L145] and merged to eliminate repetition. New combined Policy is L-7.13. - Added new, more general program regarding revisions to TDR program; see Program L-2.4.6. MOTION AS AMENDED RESTATED: Mayor Scharff moved, seconded by Council Member Tanaka to direct Staff to include in the final draft of the Comprehensive Plan Update, a program to explore increasing hotel Floor Area Ratio (FAR) from 2.0 to 3.0 in areas inside of Downtown and 2.5 in other areas.” MOTION AS AMENDED PASSED: 5-3-1 DuBois, Holman, Kou no, Filseth abstain -Added new Program in new Hotel section of Goal L-4. See Program L4.4.1 [L201]. MOTION: Council Member DuBois moved, seconded by Council Member Filseth to direct Staff to eliminate from the final draft of the Comprehensive Plan Update Program L-4.2.1 regarding preparation of a Coordinated Area Plan for South El Camino (pp. L-48 through L-49). MOTION PASSED: 6-2-1 Fine, Tanaka no, Filseth abstain -Deleted Program L-4.2.1 [L68] + map. MOTION: Council Member Holman moved, seconded by Council Member Filseth to direct Staff to restore in the final draft of the Comprehensive Plan Update, existing Policy L-6 language about preserving neighborhood character (“Where possible, avoid abrupt changes in scale and density between residential and non-residential areas and between residential areas of different densities. To promote compatibility and gradual transitions between land uses, place zoning district boundaries at mid-block locations rather than along streets wherever possible.”) This is in lieu of the new language proposed in Policy L-6.11. MOTION PASSED: 5-2-2 Scharff, Wolbach no, Fine, Tanaka abstain -Revised Policy to revert to original language from existing Policy L-6. Now renumbered as Policy L-6.7 [L117] City of Palo Alto Page 12 Adopted City Council Motions* Resulting Revisions to the Draft Element *This list contains only the final motions (as amended) that were adopted by a majority of the Council to affect changes to the draft element. Two motions that failed resulted in deletion of Policy L-4.10 [L86] and Program L-9.4.1 [L167] about sidewalk widths on El Camino Real. Successful motions related to the placement of programs (which was reconsidered on March 27, 2017) are not included. For the full list of motions, substitute motions, amendments and motions that failed to garner a majority, please see Attachment E. Source: Palo Alto Department of Planning & Community Environment, April 2017 To improve the usability and organization of the element, the attached draft reflects some additional staff-recommended changes. These primarily affect the organization of policies and programs and attempt to eliminate redundancies as described in Table 2 below. A fundamental principle underlying many of these recommendations is that important concepts should generally have a single location in the Comprehensive Plan. Although many of these concepts – such as improvements at the Palo Alto Transit Center, or care for the urban forest – are very important, it is a misconception that the importance of a topic should be reflected through numerous statements of the same idea across multiple elements. While elements must be internally consistent and mutually supportive, the observation of staff and the consultant has been that having multiple similar policies in multiple locations actually creates confusion and uncertainty, and thereby reduces the likelihood of successful implementation. Instead, a single, clear policy or program is much more likely to result in action. Please see Table 2 below and the annotations in Attachment D for an indication of policies and programs that have been moved or consolidated. Table 2: Additional Staff-Recommended Revisions to the Land Use Element Section Revisions Narrative  Added section on housing supply in City Evolution  Revised Growth Management section to reflect Council direction on January 30, 2017.  Deleted Downtown Cap section and moved discussion of current pressure for office space to Downtown section of City Structure  Deleted sections on Annual Limit, Development Requirements, and Community Indicators  Added a statement to address requirements of SB 244 (codified as Government Code Section 65302.10) requiring the City to address disadvantaged unincorporated communities Goal L-1 Moved Program L-1.3.2 [L6] about flooding and seal level rise to the Safety Element, which already has a section of policies and programs addressing City of Palo Alto Page 13 Section Revisions the same topic. Moved Policy L-1.6 [L67] about use of Coordinated Area Plans in general to the “regulating Land Use” section of Goal L-1. Program L-1.10.2 [L10]: Consolidated three separate programs about conversion of non-retail commercial FAR to residential FAR, where appropriate. Goal L-2 Policy L-2.3 (includes [L47] and [L60]): Consolidated Council direction on housing supply policies and encouraging a range of smaller unit types. Added a new Policy, L-2.4, to provide an umbrella for six programs that are possible strategies to stimulate housing. These programs are a combination of the Council motion on March 20, 2017, regarding the Preferred Scenario, and draft programs that were previously located elsewhere in the Land Use Element. Policy L-2.5 [L55], Program L2.5.1 [L56], Policy L-2.7 [L53], Program L2.7.1 [L54], and Policy L-2.8 [L57]: Shifted and renumbered policies and programs about creating housing unit, retaining existing units, and minimizing displacement from Goal L-3 to Goal L-2, where other housing supply policies are located. Policy LU-2.6 [L120]: moved and renumbered policy about new mixed use development from Goal L-6 to Goal L-2. Policy L-2.9 [L124]: Moved policy about preserving ground floor retail from Goal L-6 to Goal L-2. Policy L-2.12 [L5]: moved policy about potential risks from climate change from Goal L-1 to Goal L-2. Goal L-3 Merged Policy L-3.3 [L60] about a mix of smaller housing types with similar Policy L-2.3 [L47]. Goal L-4 Reorganized programs under Policy L-4.3 [L71]. The content of the Programs did not change. Created a new section on hotels to provide a single location for hotel-related policy and program. Deleted Program L-4.6.1 [L78] regarding pedestrian, bike, and transit connections to and from the Palo Alto Transit Center; redundant with Transportation Element Program T-1.10-1 to pursue improvements at the Transit Center to improve access for all modes. Removed reference to Transit Center in Program L-4.6.2 [L79]; this is addressed in the Transportation Element Program T-1.10-1. Deleted reference to housing at Stanford Shopping Center from Policy L-4.7 [L80] because housing at Stanford Shopping Center is referenced in new Program L2.4.2. City of Palo Alto Page 14 Section Revisions Program L4.8.1 [L69]: Consolidated two programs [L69] and [L83] about preparing a Coordinated Area Plan for California Avenue and the Fry’s site into a single program. Deleted Program L-4.9.1 about east-west connections across El Camino Real as redundant with Policy T-3.13 about east-west connections in the Transportation Element. Policy L-4.16 [L93]: Slightly revised to reduce wordiness. Goal L-5 Policy L-5.1 [L94]: Merged similar Policy L-5.4 [L97] about compact, walkable employment centers that encourage transit use. Deleted Program L-5.4.1 [L101] about the East Meadow Circle Concept Plan as redundant with Policy L-5.4 [L100] immediately above. Goal L-6 Program L6.6.1: Merged two programs that are both about relationship of new mixed-use buildings to the street and appropriate human-scale architectural treatment. Goal L-7 No staff-recommended changes. Goal L-8 Added word “parks” to Goal L-8 because policies and programs under this goal address parks. Moved programs associated with Policy L-8.1 [L150], about creation of new parkland, to Community Services and Facilities Element, which has a section on acquiring and maintaining parkland for residents. Policies and programs in the Land Use Element focus on parks and public spaces as a land use category; Community Services and Facilities addresses the mechanics of ensuring that parks are available as a community service. Goal L-9 Moved Policy L-9.4 [L165] and Program L9.9.2 [L178] about parking lot design to Parking section of the Transportation Element (Goal T-5). Deleted Program L9.4.1 and Policy L-9.12 [L166] about tree maintenance; redundant with much more detailed and specific programs in the Urban Forest section of the Natural Environment Element (Goal N-2). Moved Program L9.14.1 regarding telecommunications to the Safety Element, where other telecommunications policy and programs are located. Moved Policy L-9.15 [L189] to Natural Environment Element section on preserving and protecting the Baylands (Goal N-1) Goal L-10 Moved Policy L-10.2 [L188], about regulating land use in the Airport Influence Area consistent with the Baylands Master Plan, from Goal L-9 about public spaces to Goal L-10 about the Palo Alto Airport. Source: Palo Alto Department of Planning & Community Environment, April 2017 City of Palo Alto Page 15 Substantive changes to the Land Use Map have not been anticipated as part of the Comprehensive Plan Update. However, the Land Use Map in the attached Draft Element includes two corrections:  Stanford lands outside of the City limits and sphere of influence (SOI) are shown as blank on the map, similar to the way the map labels, but does not provide designations for, surrounding communities like Los Altos or Mountain View. This is because all land outside the SOI is outside the City’s jurisdiction. Stanford lands within the SOI but outside the City limits are shown with designations consistent with the Community Plan. Designations for Stanford lands within the City, such as Stanford University Medical Center (SUMC), Stanford Shopping Center, and the Stanford Research Park, have not changed.  The designation on the former Hyatt Rickey’s site has been changed to reflect its existing use; the former Multifamily Residential with Hotel Overlay is replaced with Multifamily Residential. All other maps in the existing Land Use Element are being carried forward, although many have an updated format and symbology in order to be internally consistent with other Comprehensive Plan maps. Policy Implications The Comprehensive Plan is the City’s “constitution” when it comes to land use and development issues, including transportation and the protection of the environment. The Comprehensive Plan Update is expected to perpetuate the overall vision and values of the current plan, while updating some of its goals, policies, and implementation programs. Resource Impact The Comprehensive Plan Update has been a time consuming and costly project for the City. Current contracts are sufficient to complete the project provided in accordance with the current schedule, which envisions completion of the CAC process in May and adoption of an updated plan by the end of the year. Timeline/Next Steps Tonight’s hearing is expected to be the City Council’s last review of the Land Use and Transportation Elements until a full draft of the Comprehensive Plan Update is returned to the City Council for review and consideration following a recommendation by the Planning and Transportation Commission. Upcoming events and next steps are summarized in Table 3 below. Table 3: Timeline and Next Steps for Council and PTC City of Palo Alto Page 16 Date Topics/Action Requested May 1, 2017 Council Review of the Revised Draft Land Use & Transportation Elements May 15, 2017 Council Review of the Draft Natural Environment, Safety, and Business/Economics Elements recommended by the CAC June 5, 2017 CAC resolution of thanks June 12, 2017 Council Review of draft Introductory Materials/Governance and referral to the Planning & Transportation Commission (PTC) July/Aug/Sep 2017 PTC Review & Recommendation Regarding the draft Comprehensive Plan Update Oct/Nov/Dec 2017 Council Receipt of the PTC’s recommendation and the Final EIR for consideration and action Source: Palo Alto Planning & Community Environment, April 2017 Environmental Review A Final Environmental Impact Report (EIR) is being prepared. It will respond to comments on the Draft EIR and the Supplement to the Draft EIR received during the public circulation period and describe the “preferred scenario” based on the Council’s input on March 27, 2017 and this evening. The Final EIR must be completed and certified before the City Council can take action to approve the Comprehensive Plan Update. Attachments: Attachment A: CompPlanTransportationElement-May_1_CC_FINAL_CLEAN (PDF) Attachment B: CompPlanUpdateLandUseElement-May_1_CC_FINAL_CLEAN (PDF) Attachment C: CompPlanTransportationElement-May_1_CC_FINAL_TRACKED (PDF) Attachment D: CompPlanLandUseElement_May_1_CC_FINAL_TRACKED (PDF) Attachment E: Jan 30 2017 and Mar 27 2017 Council Action Minutes (PDF) TRANSPORTATION REVISED COUNCIL DRAFT – MAY 1, 2017 T-1 2 This Element has been prepared by City staff on the basis of input from the CAC, the Transportation subcommittee and members of the public received between October 2015 and July 2016. Additionally, this revised draft Element presents changes made in response to City Council review on September 19, 2016. INTRODUCTION This Element addresses transportation and mobility issues comprehensively and acknowledges that the future will be different than the present and the past. Recognizing changing demographics and travel preferences, new technologies, and new opportunities, the Element provides a policy framework which includes solutions for implementation today in order to lay the groundwork for the future. Together with investments in infrastructure, the policy framework seeks to reduce reliance on single occupant vehicles, address congestion, and reduce through traffic and non-resident parking in Palo Alto neighborhoods, leading to an integrated transportation system that serves local, regional, and intercity travel. This Element meets the State requirement for a Circulation Element, addressing the various aspects of circulation, including complete streets, expressways and freeways, transit, walking, bicycling, parking, and special transportation needs. VISION: Palo Alto will build and maintain a sustainable network of safe, accessible and efficient transportation and parking solutions for all users and modes, while protecting and enhancing the quality of life in Palo Alto. Programs will include alternative and innovate transportation processes, and the adverse impacts of automobile traffic on the environment in general and residential streets in particular will be reduced. Streets will be safe, attractive and designed to enhance the quality and aesthetics of Palo Alto neighborhoods. Palo Alto recognizes the regional nature of our transportation system, and will be a leader in seeking regional transportation solutions, prioritizing Caltrain service improvements and railroad grade separations. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-2 REVISED COUNCIL DRAFT – MAY 1, 2017 CONNECTIONS TO OTHER ELEMENTS Transportation choices and options are shaped by many factors including land use, economics, and community values. The Transportation Element is strongly influenced by the Land Use Element and Housing Element because the distribution and density of residential, commercial, and office uses have a direct correlation to the type, frequency, and use of transportation options a community employs. The Transportation Element also supports the objectives of the Business and Economics Element, Community Services and Facilities Element, and the Natural Environment Element, and the Safety Element by paving the way for a transportation system that emphasizes walkable neighborhoods and access services in a manner that limits impacts to the natural environment. SUSTAINABLE TRANSPORTATION In 2014, more than 60 percent of all trips made each day in Palo Alto involved single-occupant motor vehicles. Although the drive alone rate is lower than in many other Bay Area communities, road travel is still the greatest single source of local greenhouse gas (GHG) emissions and derives from local (internal) trips as well as commute trips. Building a more sustainable transportation system will require addressing regional and local travel patterns, as well as trips made for work, school, errands or entertainment. The key to a sustainable transportation system lies in providing more options and more convenience so that people will more readily choose not to drive. Palo Altans recognize that, at times, driving is necessary, but to address congestion, climate change, and improve overall quality of life, the policies and programs in this Element must focus on providing convenient, affordable alternatives to the automobile. Facilitating a shift to alternative modes of transportation will require creative collaboration among transit agencies, employers, and local jurisdictions as well as residents and commuters themselves. Technology also has a role to play, whether providing up-to-the minute information to inform choices or in delivering new and better modes of travel. Improvements to the bicycling and pedestrian environment will help encourage more people to bike and walk on a regular basis. TRANSPORTATION DEMAND MANAGEMENT Transportation demand management (TDM) refers to strategies that improve transportation system efficiency and reduce congestion by shifting trips from single- 61% 23% 5% 3% 8% PALO ALTO DAILY MODE SHARE - ALL TRIPS (2014) Drive Alone Carpool Transit Bike Walk 50% 21% 4% 3% 23% Palo Alto Daily Mode Share - Internal Trips (2014) Drive Alone Carpool Transit Bike Walk PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-3 occupant vehicles to collective forms of transport, including mass transit, carpools and private shuttles. TDM is a critical component of a comprehensive strategy to reduce traffic congestion. TDM programs are typically incorporated in new development and can include a range of infrastructure investments and incentives for the use of alternatives to the automobile, as well as parking management strategies and marketing. Employers and local governments often collaborate in developing and implementing area-wide TDM programs aimed at reducing single occupant vehicle use by existing employees. These activities can be coordinated through a transportation management association (TMA) made up of local businesses in a commercial district or industrial park. Stanford University operates a comprehensive and successful TDM program for the University, and the Medical Center, and a program is in development for the Research Park. In January 2015, the City of Palo Alto supported establishment of a TMA for the downtown area, in collaboration with local businesses and residents. The success of this effort and its potential to expand to other areas of the City will depend on securing ongoing funding and on the committed participation of employers who face parking and traffic challenges in downtown. ALTERNATIVE FUEL VEHICLES Alternative fuel vehicles—those that run on electricity, biodiesel, compressed natural gas and other alternatives to petroleum fuels—help reduce GHG emissions by utilizing cleaner fuels or zero emission alternatives. In 2014, the City of Palo Alto adopted an ordinance that requires electric vehicle (EV) – ready infrastructure for all new commercial construction to encourage the use of electric vehicles and develop the infrastructure for this growing market. As the City continues this effort, additional infrastructure may be necessary. However, while alternative fuel vehicles do reduce GHGs, they are still a contributor to congestion and delay. MOBILITY AS A SERVICE The use of transportation services is beginning to replace private vehicle ownership in the region, led by a number of prominent ride sharing and e-hailing car services like Uber and Lyft). Originating in Europe, the concept of “Mobility as a Service” (MaaS), allows on-demand trip planning enabled by smartphones and mobile devices and provided by "pop up" bus-, car-, and bike-sharing services. Palo Alto is partnering with Joint Venture Silicon Valley, the Santa Clara Valley Transportation Authority (VTA), and the City of San Jose to develop a MaaS/smartphone app (Commuter Wallet) that combines access to multiple transportation modes and employer commute benefits, incentivizing non-single-occupant vehicle travel. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-4 REVISED COUNCIL DRAFT – MAY 1, 2017 PUBLIC TRANSIT Residents, workers, and visitors to Palo Alto have an array of transit options within the city and to the surrounding region. Maps T-1 and T-2 show the range of transit services in Palo Alto. Map T-1 focuses on regional transit options, and Map T-2 illustrates local transit options. Overall, regional transit is heavily used, while public transit services serving the local area are below capacity levels. Policies in this Element support improving local services like shuttles to increase ridership and support traditional transit providers with first and last mile connections. RAIL SERVICE Caltrain is Palo Alto’s primary regional transit service, with riders traveling between San Francisco and Gilroy. Since introduction of the baby bullet limited express trains in 2003, ridership has more than doubled and today, the Palo Alto Transit Center is the second largest generator of weekday Caltrain trips, behind San Francisco’s 4th and King Street station. Long-range plans for the Palo Alto Station and the adjacent University Avenue underpass area will enhance the pedestrian experience and improve circulation and access for all modes. The planned Caltrain extension to the Transbay Terminal in downtown San Francisco will improve regional transit connections, and Caltrain electrification will speed service and increase capacity while decreasing noise and air pollution. As of late 2015, the San Mateo County Transit District (SamTrans) has re-initiated study of possible transit service along the Dumbarton corridor, to link Alameda with San Mateo and Santa Clara Counties. BUS SERVICE Three transit providers, VTA, SamTrans, and AC Transit, provide bus service in Palo Alto, connecting residents to both local and regional destinations. The VTA operates local bus service within the city, with 14 bus routes in Palo Alto and an express bus network that serves the Stanford Research Park. VTA also offers connections to VTA light rail, Caltrain, Altamont Corridor Express (ACE) and AMTRAK Capitol Corridor. SamTrans operates bus service throughout San Mateo, San Francisco, and Santa Clara counties, helping to connect Palo Alto to other parts of the Peninsula and Silicon Valley. AC Transit’s Dumbarton Express provides express bus service between the East Bay and communities on the Peninsula. The VTA’s proposed El Camino Real Bus Rapid Transit (BRT) project aims to improve transit operations and increase transit ridership along the El Camino Real Corridor. In November 2015, Palo Alto City Council adopted a complete streets resolution affirming the City’s longstanding commitment to design and construction of a comprehensive, integrated transportation network that allows safe and convenient travel along and across streets for all users, including pedestrians, bicyclists, persons with disabilities, motorists, movers of commercial goods, users and operators of public transportation, emergency vehicles, seniors, children, youth, and families. Council also adopted National Association of City Transportation Officials (NACTO) guidelines for bikeway and urban street design, which incorporate complete streets best practices. I2 I2 §¨¦280 |ÿ82 £¤101 Fo o t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos Arastradero Preserve Baylands Preserve Byxbee Park Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcad e r o R o a d East Charleston Road Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Color a d o A v e n u e Willow R o a d Lin c o l n A v e n u e Hamilto n A v e n u e West C h a r l e s t o n R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T PR EL IM INA RY DR A FT M AP T- 1 R E G I O N A L T R A N S I T C O N N E C T I O N S I N P A L O A L T O 0 0.5 1 Miles Source: City of Palo Alto, 2016; Santa Clara VTA, 2016; SamTrans, 2016; PlaceWorks, 2016. Alameda-Contra Costa Transit District (AC Transit) Santa Clara Valley Transportation Authority (VTA) San Mateo County Transit (SamTrans) Caltrain I2 Caltrain Stations Employment Districts Railroads Park/Open Space Public Conservation Land City Limit 35 34 40 120 88 81 522 101 102 103 DB DB1 86 82 83 22 32 32 89 182 104 824 52 California Ave Station Palo Alto Station To S a n J o s e To S a n F r a n c i s c o Stanford Medical Center San Antonio Rd/ Bayshore Corridor Stanford Research Park East Bayshore 522 296 297 280 281 81 U 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 "X "X Terman Middle Palo Alto High Greendell School Ohlone Elementary Hoover Elementary Henry M. Gunn High Addison Elementary Duveneck Elementary Escondido Elementary Palo Verde Elementary Fairmeadow Elementary El Carmelo Elementary Walter Hays Elementary Barron Park Elementary Lucille Nixon Elementary Juana Briones Elementary David Starr Jordan Middle Jane Lathrop Stanford Middle §¨¦280 |ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos Baylands Preserve Byxbee Park California Ave Station Palo Alto Station Pag e M i l l R o a d Al m a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcad e r o R o a d East Charleston Road Lo u i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Willow R o a d Lin c o l n A v e n u e Hamilto n A v e n u e West C h a r l e s t o n R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T PR EL IM INA RY DR A FT M AP T- 2 P A L O A L T O L O C A L T R A N S I T C O N N E C T I O N S Source: Palo Alto Unified School District, 2012; Santa Clara VTA, 2015; SamTrans, 2015; City of Palo Alto, 2015; Caltrain, 2015; PlaceWorks, 2015.Crosstown Shuttle Embarcadero Shuttle East Palo Alto Caltrain Shuttle Stanford Marguerite Shuttle Santa Clara Valley Transportation Authority (VTA) San Mateo County Transit (SamTrans) "X Caltrain Stations 5 Schools Railroads Employment Districts Commercial Centers Park/Open Space Public Conservation Land City Limit 0 0.5 1 Miles 182 297 102 103 88 22 824 32 35 522 89 PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-7 Policies in this Element support enhanced bus service in shared travel lanes with curbside stations and signal priority with queue jump lanes to provide faster, more reliable service with target stops and specialized transit vehicles and facilities. SHUTTLE SERVICE There are four types of shuttle services operating in Palo Alto, including the Stanford University Marguerite shuttle, the VTA shuttle, the City-operated Palo Alto Shuttle, and private employee shuttles which transit through Palo Alto offering transportation for employees to other job centers on the Peninsula. The Marguerite, run by Stanford University Parking and Transportation Services, is a free service that connects the Stanford campus to the Palo Alto Transit Center and Downtown. The VTA provides low cost fare based service for residents of Santa Clara County. The Palo Alto Free Shuttle is free wheelchair-accessible shuttle provided by the City to connect important destinations in the community, including Caltrain stations; the City is developing plans for enhanced service in response to community input. Marguerite and Palo Alto Shuttle routes are shown on Map T-1. FIRST/LAST MILE CONNECTIONS Many people live or work within a mile from a transit station or, bus stop; however, distance, perception of safety, and inconvenience may deter them from using transit, so the entire trip is made by single-occupant vehicle simply for lack of convenience of a small but crucial segment of the trip. Currently, the Palo Alto shuttle, biking, and walking are the best first/last mile option for most of Palo Alto. Future improvements should focus on making walking, bicycling, shuttle service, and ridesharing more efficient, comfortable and safe. Visual simulation of BRT operating on El Camino Real Source: VTA PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-8 REVISED COUNCIL DRAFT – MAY 1, 2017 BIKING Palo Alto dedicated its formal bikeway system—one of the nation’s first—in 1972. Bikeways have since become commonplace, and considerable progress has been made in overcoming barriers to bicycle travel in and around Palo Alto. Palo Alto’s bikeway network consists of on-road bicycle lanes, bicycle boulevards and bicycle routes, off-roadway shared-use paths and bridges, and bicycle parking facilities. Fourteen underpasses and bridges span barriers such as freeways, creeks, and railroad tracks. Map T-3 shows the existing and planned bikeway network in Palo Alto. Palo Alto is in a position to build on the existing network, significantly increasing its proportion of travel by bicycle and is actively pursuing an expanded bike share program. The Palo Alto Bicycle + Pedestrian Transportation Plan, adopted in 2012 (BPTP 2012), contains a policy framework, design guidance, and specific recommendations to increase walking and biking rates over the next decade and beyond. BPTP 2012 encourages planning, construction, and maintenance of complete streets that are safe and accessible to all modes and people of all ages and abilities. WALKING Mode share data indicate that walking accounts for more trips than public transit in Palo Alto each day, yet is an often overlooked means of transportation. As shown on Map T-4, Palo Alto's pedestrians are generally well served by current facilities and will benefit from the attention given to street trees, walkable neighborhoods, and pedestrian- oriented design. The most needed improvements are to fill in the gaps in the sidewalk system, make intersection crossings “friendlier,” and overcome barriers to northeast-southwest travel. "X "X|ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Menlo Park Mi d d l e f i e l d R o a d Baylands Preserve Byxbee ParkEa s t B a y s h o r e R o a d Page M i l l R o a d Mi d d l e f i e l d R o a d Charle s t o n R o a d Junipe r o S e r r a B o u l e v a r d Arbore t u m R d Quar r y R o a d Sa n t a C r u z A v e Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcade r o R o a d Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Sand H i l l R o a d Lin c o l n A v e n u e Hamilto n A v e n u e Aras t r a d e r o R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T MA P T - 3 B I K E W A Y S I N P A L O A L T O Source: City of Palo Alto, 2016; PlaceWorks, 2016. 0 0.5 1 Mile Class I Multi-Use Path Park Trails Private Pathways Across Barrier Connection (ABC) Class II Bicycle Lane One-Way Bicycle Lane Enhanced Bikeway Class III Shared Roadway Class III Shared Arterial Bicycle Boulevard "X Caltrain Stations Park/Open Space Public Conservation Land Railroads City Limit Commercial "X Downtown Inset Existing Proposed Off-Street Dedicated On-Street Shared On-Street Center Al m a S t Bry a n t S t Mi d d l e f i e l d R d We b s t e r S t Univ e r s i t y A v e Ever e t t A v e Hom e r A v e PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION Source: City of Palo Alto, 2012. MAP T-4 EXISTING PEDESTRIAN FACILITIES Downtown Inset Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-11 STREETS All modes of transportation in Palo Alto depend to some degree on the street network. The City’s street network has remained essentially unchanged since the 1960s, except for projects along the Sand Hill Road corridor. STREET CLASSIFICATIONS Palo Alto’s streets are categorized according to purpose, design and the volume of traffic they carry. This street hierarchy is defined below and is illustrated on Map T-5. Improvements to road surfaces, curbs, crossings, signage, landscaping, and sight lines must make streets safer for vehicles, but must consider the needs and safety of pedestrians and cyclists as well. PALO ALTO’S STREET HIERARCHY  Freeway: Major roadway with controlled access; devoted exclusively to traffic movement, mainly of a through or regional nature.  Expressway: Major roadway with limited access to adjacent properties; devoted almost exclusively to traffic movement, mainly serving through- traffic.  Arterial: Major roadway mainly serving through-traffic; takes traffic to and from expressways and freeways; provides access to adjacent properties.  Residential Arterial: Major roadway mainly serving through-traffic; takes traffic to and from express- ways and freeways; provides access to adjacent properties, most of which are residential properties located on both sides of the roadway with direct frontages and driveways on that roadway.  Collector: Roadway that collects and distributes local traffic to and from arterial streets, and provides access to adjacent properties.  Local: Minor roadway that provides access to adjacent properties only. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-12 REVISED COUNCIL DRAFT – MAY 1, 2017 ROADWAY AND INTERSECTION IMPROVEMENTS Efficient traffic circulation on major streets is a priority in Palo Alto, as is minimizing the diversion of through-traffic onto local residential streets. Intersections are the most constricted points on the network and tend to see the highest levels of congestion during the peak morning and afternoon commute periods. For that purpose, several key intersections and roadways segments, as shown on Map T-6, have been identified for monitoring. A challenge is to balance the free flow of traffic with the safety of pedestrians and cyclists of all abilities, as well as with residents’ desire to maintain low traffic speeds on residential arterials. Most future improvements will be made within existing rights-of-way and will provide for traffic calming or relatively small increases in roadway capacity by adding turn lanes or making other intersection adjustments. Other, specific local and regional transportation investments envisioned are:  Full grade separations for automobiles, pedestrians, and bicyclists at Caltrain crossings,  Retrofit/improvements to existing grade separated Caltrain crossings for pedestrians and bicyclists at California Avenue and University Avenue,  Construction of new pedestrian and bicycle grade separated crossing of Caltrain in South Palo Alto and in North Palo Alto,  Pedestrian and bicycle improvements derived from the 2012 Bicycle and Pedestrian Plan as amended,  The US 101/Adobe Creek bicycle and pedestrian bridge,  El Camino Real intersection and pedestrian safety/streetscape improvements,  Downtown mobility and safety improvements,  Geng Road extension to Laura Lane,  Middlefield Road corridor improvements. Other agencies, including Santa Clara County, VTA, and Caltrans, are responsible for other major roadway projects that will directly affect Palo Alto streets, but are not under the jurisdiction of the City. Specifically:  The County will implement elements of Expressway Plan 2040 in or near Palo Alto, including widening Oregon-Page Mill with HOV lanes and a bicycle/pedestrian trail between I-280 and Foothill Expressway, intersection "X "X §¨¦280 |ÿ82 £¤101 Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Los Altos El C a m i n o R e a l Fo o t h i l l E x p r e s s w a y Oreg o n E x p r e s s w a y Embarcad e r o R o a d Univ e r s i t y A v e n u e East Charleston Road San A n t o n i o R o a d Al m a S t r e e t Mi d d l e f i e l d R o a d California Ave Station Palo Alto Station Source: City of Palo Alto, 2013; PlaceWorks, 2014. PR EL I MI N A R Y D RA F T MA P T -5R O A D W A Y N E T W O R K P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T 0 0.25 0.5 Miles Local/Collector Residential Arterial Arterial Expressway Freeway Railroads "X Caltrain Stations Parks Public Conservation Land Sphere of Influence City Boundary PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-14 REVISED COUNCIL DRAFT – MAY 1, 2017 §¨¦280 |ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Menlo Park Mi d d l e f i e l d R o a d Baylands Preserve Byxbee Park Ea s t B a y s h o r e R o a d Page M i l l R o a d Mi d d l e f i e l d R o a d Charle s t o n R o a d Junipe r o S e r r a B o u l e v a r d Arbore t u m R d Quar r y R o a d Sa n t a C r u z A v e Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcade r o R o a d Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Sand H i l l R o a d Lin c o l n A v e n u e Hamilto n A v e n u e Aras t r a d e r o R o a d Univ e r s i t y A v e n u e !6 !1 !20 !18 !15 !9 !8 !7 !5 !4 !3 !2 !19 !17 !16 !14 !13 !12 !11 !10 P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T MA P T - 6 M O N I T O R E D I N T E R S E C T I O N S Source: City of Palo Alto, 2016; PlaceWorks, 2016.Park/Open Space Public Conservation Land Railroads City Limit 0 0.5 1 Mile 1. Middlefield/University2. Middlefield/Embarcadero3. Middlefield/Oregon (CMP)4. Middlefield/Colorado5. Middlefield/Charleston6. Middlefield/San Antonio (CMP)7. El Camino Real/Alma/Sand Hill (CMP)8. El Camino Real/University/Palm9. El Camino Real/Embarcadero (CMP)10. El Camino Real/Page Mill (CMP)11. El Camino Real/Arastradero/Charleston (CMP)12. El Camino Real/San Antonio (CMP) (Mountain View)13. Santa Cruz/Sand Hill Road (Menlo Park)14. Foothill/Junipero Serra/Page Mill (CMP)15. Foothill/Arastradero (CMP)16. Alma/Charleston17. Arboretum/Quarry18. San Antonio/Charleston(CMP)19. Embarcadero/East Bayshore20. University/Woodland (East Palo Alto) Palo Alto Monitored Intersections (CMP) denotes Santa Clara County VTA Congestion Management Plan intersection. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-16 REVISED COUNCIL DRAFT – MAY 1, 2017 improvements along Oregon-Page Mill between Porter and Hansen and at El Camino Real, reconfiguration of the interchange at I-280/Oregon-Page Mill Road, and an ITS/signal system Countywide,  US 101 southbound improvements from San Antonio Road and Rengstorff Avenue. These investments would be complemented by local and regional investments in transit and transportation demand management, as well as parking supply and parking management. LEVEL OF SERVICE AND VEHICLE MILES TRAVELED Motor vehicle level of service (LOS) is a way of measuring traffic congestion based on average control delay per vehicle, and in some analyses, based on the ratio of the volume of traffic to the capacity of the road. LOS A is a free-flowing condition for cars and LOS F is an extreme congestion condition, with traffic volumes at or over capacity. LOS definitions for signalized intersections are shown in Table T-1. Policies in the Element ensure that the City will continue to use vehicular LOS at local intersections when evaluating development applications, including a project’s potential contribution to cumulative LOS. TABLE T-1 SIGNALIZED INTERSECTION LOS DEFINITIONS BASED ON AVERAGE DELAY LOS Average Control Delay Per Vehicle (Seconds) A 10.0 or less B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F Greater than 80.0 Source: Transportation Research Board, 2000 Highway Capacity Manual. Washington, D.C. 2000. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-17 VEHICLE MILES TRAVELED Transportation planning analyses used by cities to describe traffic and roadway and intersection operation, both for infrastructure planning and for new development projects, are evolving away from the traditional Vehicle Level of Service (LOS) metric towards a multi-modal perspective based on Vehicle Miles Traveled (VMT). California Senate Bill 743, passed in 2013, requires impacts from new development on transportation network performance to be viewed through a filter that promotes the reduction of greenhouse gas emissions, the development of multi-modal transportation networks, and a diversity of land uses. This Bill will shift the State away from LOS as the metric for evaluating transportation impacts under the California Environmental Quality Act (CEQA) and towards use of vehicle miles travelled (VMT) or VMT per capita. This shift recognizes that prioritizing the free flow of cars over any other roadway user contradicts State goals to reduce GHGs. While LOS describes local-level impacts at a specific location, VMT describes network-wide impacts by measuring the number of miles traveled by motor vehicles within an area. VMT per capita divides the total amount of VMT by the population living and working in a community. Together, these measures can inform efforts to reduce commute lengths and enhance the availability of alternative transportation options. Multi-modal level of service (MMLOS) is another analytical approach endorsed by policies in this Element, and applies the concept of LOS to all modes of travel, including transit, bikes, and pedestrians as well as cars and trucks. Within Santa Clara County, VTA is developing guidelines for multi-modal transportation planning to include in all transportation studies, and the City of Palo Alto will have an opportunity to participate in this effort. One possible outcome could be the adoption of metrics for safety, convenience, and delay for transit, bicycles, and pedestrians similar to the LOS standards the City has adopted for motor vehicles. RAIL CORRIDOR Palo Alto is bisected by the Caltrain rail corridor, which provides important connections to the wider Bay Area; however, it also creates a significant barrier to local connectivity and circulation. Policies in this Element address these issues as well as safety and desired service expansions to better serve the California Avenue Caltrain station. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-18 REVISED COUNCIL DRAFT – MAY 1, 2017 To enhance local connectivity, improve pedestrian and bicycle circulation, and increase safety, the City of Palo Alto is also committed to pursuing grade separation for pedestrians, bicyclists, and automobiles at Caltrain crossings within the City and is considering conceptual grade separation alternatives. Recent studies have focused on three existing at-grade crossings at West Charleston Road, Meadow Drive, and Churchill Avenue; however there is significant interest in analyzing and pursuing grade separations at Alma Street as well, in addition to possible establishment of “quiet zones” for the near term. NEIGHBORHOOD IMPACTS Most Palo Alto streets are bordered by residential land uses. Citizens’ concerns reflect chronic problems like speeding, regional traffic on local streets, and too much motor vehicle traffic. The City has designated some streets as residential arterials to recognize that they carry large volumes of through-traffic but also have residential uses on both sides of the street. The objective is to address the desires of residents of these streets who would like to have slower speeds, safer conditions for bicycles and pedestrians, and aesthetic improvements. This must be done economically and without appreciably reducing traffic capacity or diverting traffic onto other local neighborhood streets. Additionally, to address community concerns, the City has developed a Traffic Intrusion on Residential Environments (TIRE) methodology that estimates resident perception of traffic impacts based on anticipated average daily traffic growth. Although not required under the California Environmental Quality Act or pursuant to VTA guidelines, the City of Palo Alto uses the TIRE index to measure the impact of traffic on residents along a street. Policies in this Element support traffic calming, which refers to projects that make permanent, physical changes to streets to slow traffic and/or reduce volumes, thus improving their safety and addressing residents’ concerns. Traffic calming measures can reduce speeds and return some through-traffic from local streets and collector streets to nearby arterials, something that may be of increased importance given the advent of technology that helps drivers navigate local streets to avoid congestion. Traffic calming also includes education and enforcement measures that promote changes in driver behavior. Some examples of traffic calming measures include:  Curb and Sidewalk Design. In many of the areas of Palo Alto built since World War II, an integral curb and sidewalk design was used, resulting in sidewalks The Traffic Infusion on Residential Environment (TIRE) index is a measure of the effect of traffic on the safety and comfort of human activities, such as walking, cycling, and playing on or near a street and on the freedom to maneuver vehicles in and out of residential driveways. The TIRE index scale ranges from 0 to 5 depending on daily traffic volume. An index of 0 represents the least infusion of traffic and 5 the greatest, and thereby, the poorest residential environment. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-19 immediately next to traffic lanes. Adding planting pockets and street trees would promote pedestrian use and also provide visual cues to drivers to reduce speeds. Curb extensions at intersections and crosswalks can also slow traffic speeds.  Reducing and Narrowing Lanes. In commercial areas, it may be feasible to reduce the number of lanes for through-traffic without losing too much traffic handling capacity. In these areas, curb lanes are often not very useful for through-traffic since they may be blocked or slowed by cars turning into and out of driveways and parking spaces. In other areas, narrowing the travel lanes is a technique that can be used to reduce motor vehicle speeds.  Traffic Circles. A traffic circle is a raised island in the center of an intersection that helps reduce speeding by forcing drivers to slow. Traffic circles have been shown to reduce collisions and are considered more bicycle-friendly than traditional two- or four-way stops controls. Because they don’t require stops, traffic circles also reduce local air and noise pollution from stop–and-go traffic, and offer opportunities for added landscaping and tree planting. Traffic circles are already used in Palo Alto’s residential neighborhoods, and the 2012 Bicycle + Pedestrian Transportation Plan calls for greater use of traffic circles, particularly along bicycle boulevards. PARKING Effectively managing parking supply and demand can reduce traffic congestion, protect the livability of residential neighborhoods, and support local businesses. The parking-related policies in this plan articulate a phased approach. In the near- term, the focus will be on conducting needs assessments, which establish a baseline for adequate parking in each of the city's commercial centers and employment districts under current conditions, and creating parking management strategies, which optimize the use of existing parking spaces. In the mid- to long-term, as it becomes easier and more convenient to walk, bike, rideshare and use transit, and as the effectiveness of parking management programs can be measured, the focus will shift to recalibrating parking supply. Bridging between these two phases will require identifying performance standards for transit, walking, ridesharing and bicycling that represent the thresholds at which point mechanisms to phase in updated parking requirements and reduce space allocated to parking over time should be considered. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-20 REVISED COUNCIL DRAFT – MAY 1, 2017 Parking management can be done in a number of ways, including optimizing use of existing spaces and incentivizing use of alternatives to the automobile. Technology is central to optimizing the use of existing spaces, and shared parking arrangements that allow different users to use the same spaces at alternate times can also optimize the use of existing spaces. Improving transit service, providing safe, convenient bicycle parking and enhancing the pedestrian realm can incentivize the use of transportation modes that don't require vehicle parking, while charging for parking makes it more likely that people will carpool, take transit, walk or bike. The City has already begun to pilot new programs and gauge the effectiveness of parking management strategies in coordination with other transportation demand management initiatives. This plan seeks to set the stage for continued innovation and experimentation in both the public and private sectors to develop effective solutions. Over time, carefully managing parking supply can significantly reduce the number of parking spaces needed, moderate traffic congestion, reduce the costs of providing parking, encourage transit and sustainable transportation choices and support Palo Alto’s goals for livable neighborhoods. Policies also support increasing the number of safe, attractive, and well-designed bicycle parking spaces in Palo Alto, as well as bike share hubs and bike stations at Caltrain stations. Priority areas of the city for enhanced bike parking include heavily travelled mixed-use areas, commercial centers, employment districts, recreational/cultural facilities, multi-modal transportation facilities and ride share stops. ROAD SAFETY Traffic safety will continue to be among the City’s top priorities in the future. City officials, city employees and community members are committed to working together to build better and safer streets, educate the public on traffic safety, enforce traffic laws, and adopt policy changes that save lives. The City is undertaking a comprehensive traffic safety program, and partners with Palo Alto Unified School District and the Palo Alto Parent Teacher Association (PTA) on a Safe Routes to School Program that encourages families to walk, bike, take transit and use other alternatives to driving to school more often and to reduce the risk of collisions for students. A new approach to substantially reducing traffic-related fatality rates without compromising mobility is the Vision Zero Initiative, which is being implemented in PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-21 cities throughout the US and Europe.. At the core of this approach is the pursuit of roadway safety for all users. TRANSIT-DEPENDENT COMMUNITIES Young people, seniors, people with low incomes, and people with limited mobility all have special transportation needs. Palo Alto is committed to providing reasonable accessibility and mobility for all members of the community, including those who depend on transit because they cannot drive or choose not to. As the baby boomer generation (i.e., those born between 1946 and 1964) ages, more and more people will forego driving or become unable to drive. Without proper access to affordable transit or families, friends, and/or neighbors who can provide rides, seniors face an increased risk of social and physical isolation. VTA offers seniors 65 and over a discounted Regional Transit Connection Card. In addition, Outreach, a non-profit organization that serves seniors and people with disabilities, offers transportation services in Santa Clara County, including a subsidized transit pass and subsidized taxi rides. While Outreach provides an important service to the community, there is a daily cap on the number of rides offered so all user requests may not be accommodated. VTA’s paratransit services are also provided by Outreach. Riders may reserve paratransit trips from one to three days in advance, between 8:00 a.m. and 5:00 p.m. for service the next day. However, paratransit services are limited to a ¾-mile corridor around the VTA bus routes and light rail stations. For travel outside of the service area, customers must arrange a transfer to the paratransit operator. The policies in this Element support these and other efforts to serve transit dependent communities and also embrace the principle of universal design to achieve roadways and sidewalks that can accommodate people of all abilities and all users, including automobiles, pedestrians, bicyclists. Examples of universal design to support people with disabilities include placing pedestrian push buttons at wheelchair level, audible pedestrian crossing systems, sidewalk curb ramps, including wider ramps for strollers, increasing pedestrian crossing times, sidewalk widths of six feet or greater, roadway and sidewalk materials that reduce slipping and add stability, minimizing driveway crossings and obstructions, and avoiding steep grades and slopes. Households that don’t own a car are dependent on transit to reach work, including evening, nighttime, and weekend shifts, and to meet other daily needs. At the same time, in a 2016 survey of workers in downtown Palo Alto, 40 percent of service workers reported that they would take transit to work if it was less expensive. Improving mobility for low- income residents and workers could mean both expanding transit and shuttle service to off-peak hours and supporting programs to provide free or discounted transit passes. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-22 REVISED COUNCIL DRAFT – MAY 1, 2017 REGIONAL COLLABORATION Increasing population and traffic congestion over the past 20 years have required an increased emphasis on regional solutions to transportation issues. A regional approach is needed to avoid local solutions that simply shift the problem elsewhere or produce unintended results. Transportation facilities like Caltrain or the Bayshore Freeway need to be managed regionally. Palo Alto is actively participating with other communities and Caltrain on electrification, known as the Peninsula Corridor Electrification Project (PCEP), which will replace existing diesel trains with electric ones along the 51-mile Caltrain corridor and enable Caltrain to both increase the number of trains it runs and run longer trains. While these changes offer benefits to regional commuters, they will increase delays and congestion at rail crossings until they are grade separated. The Santa Clara County VTA Congestion Management Program (CMP) is the venue for transportation planning in the County and the conduit for most transportation funding. Palo Alto representatives participate on VTA advisory committees as well as numerous other Bay Area regional bodies affecting transportation, including the Metropolitan Transportation Commission (MTC), Association of Bay Area Governments (ABAG), and the Bay Area Air Quality Management District (BAAQMD). High Occupancy Vehicle (HOV) lanes and express lanes are regional traffic management strategies aimed at reducing congestion on freeways and improving air quality. HOV lanes are reserved at peak travel times or longer for the exclusive use of vehicles with a driver and one or more passengers; although motorcycles and some alternative fuel and transit vehicles may also use the lanes. There are about 174 miles of freeway carpool lanes in Santa Clara County, including 84 miles along US 101 between the Palo Alto and Morgan Hill. GOALS, POLICIES, AND PROGRAMS SUSTAINABLE TRANSPORTATION GOAL T-1 Create a sustainable transportation system, complemented by a mix of land uses, that emphasizes walking, bicycling, use of public transportation, and other methods to reduce greenhouse gas emissions and the use of single occupancy motor vehicles. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-23 REDUCING RELIANCE ON SINGLE-OCCUPANT VEHICLES Policy T-1.1 Take a comprehensive approach to reducing single-occupant vehicle trips by involving those who live, work and shop in Palo Alto in developing strategies that make it easier and more convenient not to drive. Policy T-1.2 Collaborate with Palo Alto employers and business owners to develop, implement and expand comprehensive programs like the Transportation Management Association (TMA) to reduce single- occupant vehicle commute trips, including through incentives. Create a long-term education program to change Program T1.2.1 the travel habits of residents, visitors, shoppers, and workers by informing them about transportation alternatives, incentives, and impacts. Work with the Palo Alto Unified School District and with other public and private interests, such as the Chamber of Commerce and Commuter Wallet partners, to develop and implement this program. Formalize Transportation Demand Management Program T1.2.2 (TDM) requirements by establishing standards and guidelines that outline when new development should be required to prepare and implement a TDM Plan and the performance standards. Require regular monitoring/reporting and provide for enforcement with meaningful penalties for non- compliance. The ordinance should also:  Establish a list of effective TDM measures that include transit promotion, prepaid transit passes, commuter checks, car sharing, carpooling, parking cash-out, bicycle lockers and showers, shuttles to Caltrain,, requiring TMA membership, and education and outreach to support the use of these modes.  Provide a system for incorporating alternative measures as new ideas for TDM are developed. Transportation Demand Management (TDM) The term Transportation Demand Management (TDM) encompasses a coordinated set of strategies that are designed to reduce the use of single occupancy vehicles, and thereby reduce both traffic and parking demand. TDM programs include investments in alternative transportation improvements; incentives for local employees to take transit, walk, or bike; parking management; and marketing. In Palo Alto, the Transportation Management Authority (TMA), an independent non-profit organization that works collaboratively with the City and the business community, is responsible for coordinating TDM programs. Transportation Demand Management Strategies are also referenced under Program T-5.2.3. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-24 REVISED COUNCIL DRAFT – MAY 1, 2017  Establish a mechanism to monitor the success of TDM measures and track the cumulative reduction of peak period motor vehicle trips. TDM measures should achieve the following reduction in peak period motor vehicle trips, with a focus on single-occupant vehicle trips. Reductions should be based on the rates included in the Institute of Transportation Engineers’ Trip Generation Manual for the appropriate land use category: - 45 percent reduction in the Downtown district - 35 percent reduction in the California Avenue area - 30 percent reduction in the Stanford Research Park - 30 percent reduction in the El Camino Real Corridor - 20 percent reduction in other areas of the city  Require new development projects to pay a Transportation Impact Fee which will be used to offset or reduce impacts to congestion citywide to the extent feasible through transit services, shuttles, similar public services, bicycle lanes, and other capital improvements that enhance multimodal travel. Evaluate the performance of pilot programs Program T1.2.3 implemented by the Palo Alto Transportation Management Association and pursue expansion from Downtown to California Avenue and other areas of the city when appropriate. Site City facilities near high-capacity transit and Program T1.2.4 revise existing regulations, policies, and programs to encourage telecommuting, satellite office concepts, and work-at-home options. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-25 REDUCING GREENHOUSE GAS EMISSIONS Policy T-1.3 Reduce GHG and pollutant emissions associated with transportation by reducing vehicle miles traveled and per-mile emissions through increasing transit options and through the use of zero-emission vehicle technologies to meet City and State goals for GHG reductions by 2030. Develop an electric vehicle promotion program that Program T1.3.1 identifies policy and technical issues, barriers and opportunities to the expansion of electric vehicles. Use low-emission vehicles for the Palo Alto Free Program T1.3.2 Shuttle and work with transit providers, including SamTrans and VTA, to encourage the adoption of electric, fuel cell or other zero emission vehicles. Also work with private bus and shuttle providers, delivery companies, and ride services. Policy T-1.4 Ensure that electric vehicle charging infrastructure, including infrastructure for charging e-bikes, is available citywide. Update the Zoning Code to ensure compatibility Program T1.4.1 with the electric vehicle infrastructure requirements. Periodically review requirements for electric and Program T1.4.2 plug-in vehicle infrastructure in new construction. Consider and periodically review requirements for electric and plug-in infrastructure for remodels. Consider costs to the City, including identifying payment options. INCREASING TRANSIT USE Policy T-1.5 Encourage innovation and expanded transit access to regional destinations, multi-modal transit stations, employment centers and commercial centers, including those within Palo Alto through the use of efficient public and/or private transit options such as rideshare services, on-demand local shuttles, and other first/last mile connections. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-26 REVISED COUNCIL DRAFT – MAY 1, 2017 Collaborate with transit providers, including Program T1.5.1 Caltrain, bus operators and rideshare companies, to develop first/last mile connection strategies that boost the use of transit and shuttle service for local errands and commuting. Continue to work with Caltrain, Amtrak, and public Program T1.5.2 bus operators to expand bicycle storage on public transit vehicles and at transit hubs during both peak and off-peak hours. Policy T-1.6 Advocate for transit providers to coordinate train, bus, and shuttle schedules at multi-modal transit stations, and other transit information centers, to enable efficient transfer among public transit modes. Policy T-1.7 Work to ensure public and private school commute patterns are accommodated in the local transit system, including through schedule and route coordination. Policy T-1.8 Continue to encourage the provision of amenities such as seating, lighting, and signage, including real-time arrival information, at bus and shuttle stops and train stations to increase rider comfort, safety, and convenience. ENHANCING RAIL AND BUS SERVICE Policy T-1.9 Support Caltrain modernization and electrification, capacity and service enhancements and extension to Downtown San Francisco. Policy T-1.10 Encourage continued enhancement of the Caltrain stations as important transportation nodes for the city. Collaborate with Stanford University, VTA, Caltrain Program T1.10.1 and other agencies to pursue improvements to the Palo Alto Transit Center area aimed at enhancing the pedestrian experience and improving circulation and access for all modes, including direct access to El Camino Real for transit vehicles. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-27 In collaboration with Caltrain and Stanford Research Program T1.10.2 Park, pursue expansion of service to the California Avenue Caltrain Station and creation of an enhanced transit center at the Station, including connections to VTA bus service, the Palo Alto Free Shuttle, the Marguerite, and other private shuttles serving the Research Park. Policy T-1.11 Collaborate with transit agencies in planning and implementing convenient, efficient, coordinated and effective bus service in Palo Alto that addresses the needs of all segments of our population. Strongly recommend that VTA maintain existing Program T1.11.1 service and coverage levels in Palo Alto. Work with VTA to expand VTA express bus service Program T1.11.2 routes to serve the Stanford Research Park, California Avenue, Stanford University, and Downtown. Study the feasibility of, and if warranted provide, Program T1.11.3 traffic signal prioritization for buses at Palo Alto intersections, focusing first on regional transit routes. Also, advocate for bus service improvements on El Camino Real such as queue jump lanes and curbside platforms. SHUTTLE SERVICE, RIDESHARING AND FIRST/LAST MILE CONNECTIONS Policy T-1.12 Encourage services that complement and enhance the transportation options available to help Palo Alto residents and employees make first/last mile connections and travel within the city for daily needs without using a single occupancy vehicle, including shuttle, taxi and ridesharing services. Investigate a pilot program to subsidize a taxi, Program T1.12.1 rideshare, or transit program for Palo Altans to get to/from downtown, including offering education and incentives to encourage users. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-28 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy T-1.13 Continue the Palo Alto Free Shuttle Program and work with partners to enhance service by increasing frequency and prioritizing destinations of value to the community, including health centers, parks, schools, senior centers, and shopping areas and other places where residents gather. Evaluate theshuttle system periodically in Program T1.13.1 collaboration with community members, people with special needs, and PAUSD to:  Evaluate current routes and ridership;  Identify potential service improvements, including new or modified routes; expanded schedules that accommodate daytime, evening, and weekend demand; facilitating transit connections, and improvements to the safety and appearance of shuttle stops;  Explore partnerships with other services that could complement and supplement the Palo Alto Shuttle;  Develop clear and engaging materials to explain and promote shuttle use with the purpose of reducing barriers to use; and  Establish a schedule for regular evaluation and reporting to optimize shuttle system use and effectiveness. Policy T-1.14 Encourage employers to develop shared shuttle services to connect employment areas with the multi-modal transit stations and City amenities, and to offer employees education and information on how to use shuttles. BICYCLING AND WALKING Policy T-1.15 Promote bicycle use as an alternative way to get to work, school, shopping, recreational facilities and transit stops. Continue regular surveys of bicycle use across the Program T1.15.1 city, by collecting bicycle counts on important and potential bicycle corridors. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-29 Consider marketing strategies, such as a recurring Program T1.15.2 Palo Alto Open Streets program of events potentially in coordination with local business groups, which would include street closures and programming. Encourage private schools to develop Walk and Roll Program T1.15.3 Maps as part of Transportation Demand Management strategies to reduce vehicle trips. Participate in local and regional encouragement Program T1.15.4 events such as Palo Alto Walks and Rolls, Bike to Work Day, and Bike Palo Alto! that encourage a culture of bicycling and walking as alternatives to single occupant vehicle trips. Policy T-1.16 Require new office, commercial, and multi-family residential developments to provide improvements that improve bicycle and pedestrian connectivity as called for in the 2012 Bicycle + Pedestrian Transportation Plan. Policy T-1.17 Increase cooperation with surrounding communities and other agencies to establish and maintain off-roadway bicycle and pedestrian paths and trails that are integrated with creek, utility, railroad rights-of- way and green spaces in a manner that helps enhance and define the community and avoids environmental impacts. Policy T-1.18 Provide facilities that encourage and support bicycling and walking. Adjust the street evaluation criteria of the City's Program T1.18.1 Pavement Management Program to ensure that areas of the road used by bicyclists are maintained at the same standards as, or at standards higher than, areas used by motor vehicles. Include bicycle and e-bike detection in intersection upgrades. Prioritize investments for enhanced pedestrian Program T1.18.2 access and bicycle use within Palo Alto and to/from surrounding communities, including by incorporating improvements from related City plans, for example the 2012 Bicycle + Pedestrian Transportation Plan and the Parks, Trails & Open PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-30 REVISED COUNCIL DRAFT – MAY 1, 2017 Space Master Plan, as amended, into the Capital Improvements Program. Increase the number of east-west pedestrian and Program T1.18.3 bicycle crossings across Alma Street and the Caltrain corridor, particularly south of Oregon Expressway. Encourage the use of bike sharing, and the Program T1.18.4 provision of required infrastructure throughout Palo Alto, especially at transit stations and stops, job centers, community centers, and other destinations. Improve amenities such as seating, lighting, bicycle Program T1.18.5 parking, street trees, public art, and interpretive stations along bicycle and pedestrian paths and in City parks to encourage walking and cycling and enhance the feeling of safety. Policy T-1.19 Regularly maintain off-roadway bicycle and pedestrian paths, including sweeping, weed abatement, and surface maintenance. Policy T-1.20 Maintain pedestrian- and bicycle-only use of alleyways Downtown and in the California Avenue area where appropriate to provide connectivity between businesses and parking and transit stops, and consider public art in the alleyways as a way to encourage walking. MONITORING PROGRESS Policy T-1.21 Continue to measure the effectiveness of the City’s transportation network to make better decisions on transportation issues. Collect, analyze and report transportation data Program T1.21.1 through surveys and other methods on a regular basis. Track progress on build-out of the 2012 Bicycle + Pedestrian Transportation Plan network. Policy T-1.22 Monitor VMT per capita and citywide greenhouse gas (GHG) emissions from mobile sources as a measure of progress toward the City’s goal of reducing GHG 80% below 1990 levels by 2030. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-31 Policy T-1.23 Monitor and publicly report on the level of service at critical intersections (as shown on Map T-5) on a regular basis and consider additional intersections to add to this list to monitor the effectiveness of the City's growth management policies. Also monitor multi-modal level of service for arterials and residential arterials. FUNDING IMPROVEMENTS Policy T-1.24 Evaluate transportation funding measures periodically for ongoing transportation improvements that will help mitigate the impacts of future development and protect residents’ quality of life. When other sources are unavailable, continue to fund improvements, operations and maintenance through the general fund. As part of the effort to reduce traffic congestion, Program T1.24.1 regularly evaluate the City’s current Transportation Impact Fee and modify as needed to implement transportation projects, and consider new fees that new development projects must pay to the City for use in reducing roadway congestion impacts to the extent feasible through the provision of transit services, shuttles, carpool/rideshare incentives, bicycle lanes, and similar programs and capital improvements. Policy T-1.25 Collaborate with adjacent communities to ensure that Palo Alto and its immediate neighbors receive their fair share of regional transportation funds, proportional to the need and demand for transportation improvements within these communities to address region-wide transportation issues. In collaboration with regional agencies and Program T1.25.1 neighboring jurisdictions, identify and pursue funding for rail corridor improvements and grade separation. Policy T-1.26 Collaborate with public interest groups as well as federal, State, and local governments to study and advocate for transportation regulatory changes, such as an increase in the gasoline tax. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-32 REVISED COUNCIL DRAFT – MAY 1, 2017 TRAFFIC DELAY AND CONGESTION GOAL T-2 Decrease delay, congestion, and vehicle miles travelled with a priority on our worst intersections and our peak commute times, including school traffic. Policy T-2.1 Working with congestion management authorities including the Valley Transportation Authority (VTA) and the City/County Association of Governments of San Mateo County (C/CAG), implement traffic management strategies and technologies, such as signal coordination, centralized traffic control, and real-time travel information, to reduce traffic congestion in and around Palo Alto. Implement computerized traffic management Program T2.1.1 systems to improve traffic flow when feasible. Implement a program to monitor, coordinate, and Program T2.1.2 optimize traffic signal timing a minimum of every two years along arterial and residential arterial streets. Policy T-2.2 As part of the effort to reduce traffic congestion, seek ongoing funding and engage employers to operate and expand Transportation Management Associations (TMAs) to address transportation and parking issues as appropriate in the City’s employment districts. Work in partnership with the Palo Alto TMA and Program T2.2.1 Stanford University to aggregate data and realize measurable reductions in single-occupant vehicle commuting to and from Downtown and in the Stanford Research Park. Policy T-2.3 Use motor vehicle level of service (LOS) at signalized intersections to evaluate the potential impact of proposed projects, including contributions to cumulative congestion. Use signal warrants and other metrics to evaluate impacts at unsignalized intersections.. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-33 When adopting new CEQA significance thresholds Program T2.3.1 for compliance with SB 743 (2013), also adopt desired standards for multi-modal levels of service (MMLOS), which includes motor vehicle LOS, at signalized intersections for use in evaluating the consistency of a proposed project with the Comprehensive Plan. Policy T-2.4 Consistent with the principles of Complete Streets adopted by the City, work to achieve and maintain acceptable levels of service for transit vehicles, bicyclists, pedestrians and automobiles on roads in Palo Alto. Revise protocols for reviewing office, commercial, Program T2.4.1 and multi-family residential development proposals to evaluate multi-modal level of service and identify gaps in the low stress bicycle and pedestrian network. SCHOOLS AND CHILDCARE FACILITY CONGESTION Policy T-2.5 Encourage the location of childcare facilities near major employment hubs to reduce traffic congestion associated with child pick-up and drop-off. Policy T-2.6 Work with PAUSD to ensure that decisions regarding school assignments are analyzed to reduce peak period motor vehicle trips to and from school sites. Policy T-2.7 Work with the PAUSD to resolve traffic congestion issues associated with student drop-off and pick-up. Address pedestrian and bicycle access, circulation, and related issues such as coordinating bell schedules on City rights-of-way adjacent to schools and on PAUSD property. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-34 REVISED COUNCIL DRAFT – MAY 1, 2017 STREETS GOAL T-3 Maintain an efficient roadway network for all users. EFFICIENT CIRCULATION Policy T-3.1 Maintain a hierarchy of streets that includes freeways, expressways, arterials, residential arterials, collector streets, and local streets, balancing the needs of all users in a safe and appropriate manner. Policy T-3.2 Enhance connections to, from and between parks, community centers, recreation facilities, libraries and schools for all users. Policy T-3.3 Avoid major increases in single occupant vehicle capacity when constructing or modifying roadways unless needed to remedy severe congestion or critical neighborhood traffic problems. Where capacity is increased, balance the needs of motor vehicles with those of pedestrians and bicyclists. Policy T-3.4 Regulate truck movements and large commercial buses in a manner that balances the efficient movement of trucks and buses while preserving the residential character of Palo Alto's street system. STREET DESIGN AND MODIFICATION PROJECTS Policy T-3.5 When constructing or modifying roadways, plan for use of the roadway by all users. Continue to use best practices in roadway design Program T3.5.1 that are consistent with complete streets principles and the Urban Forest Master Plan, focusing on bicycle and pedestrian safety and multi-modal uses. Consider opportunities to incorporate best practices from the National Association of City Transportation Officials guidelines for urban streets and bikeways, tailored to the Palo Alto context. Establish procedures for considering the effects of Program T3.5.2 street design on emergency vehicle response time. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-35 Policy T-3.6 Consider pedestrians, bicyclists, e-bikes, and motorcycles when designing road surfaces, curbs, crossings, signage, landscaping, and sight lines. Policy T-3.7 Encourage pedestrian-friendly design features such as sidewalks, street trees, on-street parking, gathering spaces, gardens, outdoor furniture, art, and interesting architectural details. Policy T-3.8 Add planting pockets with street trees to provide shade, calm traffic and enhance the pedestrian realm. Policy T-3.9 Support city-wide sustainability efforts by preserving and enhancing the tree canopy where feasible within the public right of way, consistent with the Urban Forest Management Plan, as amended. Policy T-3.10 Participate in the design and implementation of comprehensive solutions to traffic problems near Stanford Shopping Center and Stanford Medical Center. Support increased public transit, traffic Program T3.10.1 management and parking solutions to ensure safe, convenient access to and from the Stanford Shopping Center/ Medical Center area. Implement and monitor Development Agreement Program T3.10.2 traffic mitigations at Stanford Medical Center. Provide safe, convenient pedestrian, bicycle, and Program T3.10.3 transit connections between the Stanford Shopping Center/Medical Center areas and housing along the Sand Hill Road/Quarry Road corridors to Palo Alto Transit Center, Downtown Palo Alto, and other primary destinations. Pursue extension of Quarry Road for transit, Program T3.10.4 pedestrians and bicyclists to access the Palo Alto Transit Center from El Camino Real. Also study the feasibility of another pedestrian and bicycle underpass of Caltrain at Everett Street. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-36 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy T-3.11 Consider the objectives of the Grand Boulevard Initiative and the South El Camino Boulevard Design Guidelines when designing roadway and pedestrian improvements along El Camino Real. Policy T-3.12 Coordinate roadway improvements with other transportation and utility infrastructure improvements such as sewer and water. Policy T-3.13 Work with Caltrans, Santa Clara County and VTA to improve east and west connections in Palo Alto and maintain a circulation network that binds the city together in all directions. Policy T-3.14 Continue to prioritize the safety of school children in street modification projects that affect school travel routes, including during construction. RAIL CORRIDOR Policy T-3.15 Pursue grade separation of rail crossings along the rail corridor as a City priority. Undertake studies and outreach necessary to Program T3.15.1 advance grade separation of Caltrain to become a “shovel ready” project and strongly advocate for adequate State, regional, and federal funding for design and construction of railroad grade separations. Conduct a study to evaluate the implications of Program T3.15.2 grade separation on bicycle and pedestrian circulation. Policy T-3.16 Keep existing at-grade rail crossings open to motor vehicles, pedestrians, and bicyclist, consistent with results of a focused circulation study and a context sensitive alternatives analysis. Policy T-3.17 Until grade separation is completed, improve existing at-grade rail crossings to ensure the highest feasible level of safety along the corridor and provide additional safe, convenient crossings. Complete a Palo Alto Avenue crossing study to Program T3.17.1 identify potential near-term safety and accessibility improvements. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-37 Work with Caltrain to ensure that the rail tracks are Program T3.17.2 safe and secure with adequate fencing and barriers. Policy T-3.18 Improve safety and minimize adverse noise, vibrations and visual impacts of operations in the Caltrain rail corridor on adjoining districts, public facilities, schools and neighborhoods with or without the addition of High Speed Rail. NEIGHBORHOOD IMPACTS GOAL T-4 Protect local streets that contribute to neighborhood character and provide a range of local transportation options. Policy T-4.1 Keep all neighborhood streets open as a general rule. Policy T-4.2 Continue to construct traffic calming measures to slow traffic on local and collector residential streets, and prioritize traffic calming measures for safety over congestion management. Identify specific improvements that can be used to Program T4.2.1 discourage drivers from using local, neighborhood streets to bypass traffic congestion on arterials. Periodically evaluate residential areas for traffic Program T4.2.2 impacts and use the results of that evaluation to prioritize traffic calming measures. Policy T-4.3 Maintain the following roadways as residential arterials, treated with landscaping, medians, and other visual improvements to distinguish them as residential streets, in order to improve safety:  Middlefield Road (between San Francisquito Creek and San Antonio Road)  University Avenue (between San Francisquito Creek and Middlefield Road)  Embarcadero Road (between Alma Street and West Bayshore Road)  East and West Charleston Road/Arastradero Road (between Miranda Avenue and Fabian Way). PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-38 REVISED COUNCIL DRAFT – MAY 1, 2017 Use landscaping and other improvements to Program T4.3.1 establish clear “gateways” at the points where the Oregon Expressway, University Avenue and Embarcadero Road transition from freeways to neighborhoods. Policy T-4.4 Minimize the danger of increased commercial ingress/egress adjacent to major intersections, and noticeable increases in traffic from new development in residential neighborhoods, through traffic mitigation measures. Policy T-4.5 Require project proponents to employ the Traffic Impact on Residential Environments (TIRE) methodology to measure potential street impacts from proposed new development of all types in residential neighborhoods. Policy T-4.6 Require new residential development projects to implement best practices for street design, stormwater management and green infrastructure. MOTOR VEHICLE AND BICYCLE PARKING GOAL T-5 Encourage attractive, convenient, efficient and innovative parking solutions for all users. MANAGING PARKING SUPPLY Policy T-5.1 All new development projects should meet parking demand generated by the project, without the use of on-street parking, consistent with the established parking regulations. As demonstrated parking demand decreases over time, parking requirements for new construction should decrease. Evaluate the need to update parking standards in Program T5.1.1 the municipal code, based on local conditions, different users’ needs and baseline parking need. Allow the use of parking lifts for Office/R&D and multi-family housing as appropriate. Consider reducing parking requirements for retail Program T5.1.2 and restaurant uses as a way to encourage new businesses and the use of alternative modes.. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-39 Work with stakeholders in each commercial center Program T5.1.3 and employment district to monitor conditions and determine the appropriate timing for revisions to parking requirements. Study the feasibility of unbundled parking for office, Program T5.1.4 commercial, and multi-family residential developments (including senior housing developments) that are well-served by transit and demonstrated walking and biking connections. Policy T-5.2 Continue to implement a comprehensive program of parking supply and demand management strategies citywide to optimize the use of existing parking spaces. Use technology to help identify parking availability Program T5.2.1 and make it easy to pay any parking fees. Study and implement pricing strategies for public Program T5.2.2 parking in commercial districts, taking into consideration both employee parking demand and the needs of retailers and customers. Use pricing to encourage short term parking on street, long term parking in parking garages, and the use of alternative modes of transportation. . Implement Council-adopted recommendations Program T5.2.3 from the parking management study for the Downtown area, which address the feasibility of removing color-coded parking zones, and dynamic pricing and management policies to prioritize short- term parking spaces closest to the commercial core for customers, garage parking for employees, and neighborhood parking for residents. Policy T-5.3 Work with merchants when designating dedicated employee (long term) parking areas in public parking lots and garages. Policy T-5.4 Encourage shared parking where complementary demand timing is demonstrated in order to optimize parking spaces in commercial centers and employment districts. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-40 REVISED COUNCIL DRAFT – MAY 1, 2017 Explore incentives to encourage privately initiated Program T5.4.1 shared parking among individual property owners when developments have excess parking that can be available for other businesses to use. Policy T-5.5 Minimize the need for employees to park in and adjacent to commercial centers, employment districts and schools. PARKING INFRASTRUCTURE AND DESIGN Policy T-5.6 Strongly encourage the use of below-grade or structured parking instead of surface parking for new developments of all types while minimizing negative impacts including groundwater and landscaping where feasible. Policy T-5.7 Require new or redesigned parking lots to optimize pedestrian and bicycle safety. Policy T-5.8 Promote vehicle parking areas designed to reduce stormwater runoff, increase compatibility with street trees and add visual interest to streets and other public locations. Encourage the use of photovoltaic panel or tree canopies in parking lots or on top of parking structures to provide cover, consistent with the Urban Forest Master Plan. Study the feasibility of retrofitting City-owned Program T5.8.1 surface parking lots to implement best management practices for stormwater management and urban heat island mitigation, including green infrastructure, permeable pavement and reflective surfaces. Identify incentives to encourage the retrofit of Program T5.8.2 privately owned surface parking areas to incorporate best management practices for stormwater management and urban heat island mitigation as well as incentives for the provision of publicly accessible bicycle parking in privately owned lots. Update City requirements regarding trees and other Program T5.8.3 landscaping that capture and filter stormwater PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-41 within surface parking lots to take advantage of new technology. Policy T-5.9 Promote safety for pedestrians in City-owned parking lots by adopting standards for landscaping, signage, walkways and lighting that reduce crime and ensure a safe and orderly flow of traffic. Policy T-5.10 Encourage the use of adaptive design strategies in new parking facilities in order to facilitate reuse in the future if and when conditions warrant. RESIDENTIAL PARKING Policy T-5.11 Protect residential areas from parking impacts of nearby businesses. Coordinate with neighborhood groups to evaluate Program T5.11.1 the need for a residential parking permit program in areas without existing programs. BICYCLE PARKING Policy T-5.12 To promote bicycle use, increase the number of safe, attractive and well-designed bicycle parking spaces available in the city, including spots for bicycle trailers, prioritizing heavily travelled areas such as commercial and retail centers, employment districts, recreational/cultural facilities, multi-modal transit facilities and ride share stops for bicycle parking infrastructure. Work with employers, merchants, schools, and Program T5.12.1 community service providers, to identify ways to provide more bicycle parking, including e-bike parking with charging stations, near existing shops, services and places of employment. Install secure electronic bike lockers such as the Program T5.12.2 BikeLink system, at high theft locations, including transit stations and parking garages. Assess the need to provide additional bicycle Program T5.12.3 parking in City-owned parking lots and rights-of- way. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-42 REVISED COUNCIL DRAFT – MAY 1, 2017 ROAD SAFETY GOAL T-6 Provide a safe environment for motorists, pedestrians, and bicyclists on Palo Alto streets. Policy T-6.1 Continue to make safety the first priority of citywide transportation planning. Prioritize pedestrian, bicycle, and automobile safety over motor vehicle level-of-service at intersections and motor vehicle parking. Follow the principles of the safe routes to schools Program T6.1.1 program to implement traffic safety measures that focus on Safe Routes to work, shopping, downtown, community services, parks, and schools. Develop, distribute and aggressively promote maps Program T6.1.2 and apps showing safe routes to work, shopping, community services, parks and schools within Palo Alto in collaboration with stakeholders, including PAUSD, major employers, TMAs, local businesses and community organizations. Address pedestrian safety along Alma Street Program T6.1.3 between Embarcadero Road and Lytton Street. Address pedestrian safety on shared-use paths Program T6.1.4 through the use of signs, pavement markings, and outreach to users, encouraging them to be safe and courteous. Policy T-6.2 Pursue the goal of zero severe injuries and roadway fatalities on Palo Alto city streets. Regularly collect severity and location data on Program T6.2.1 roadway collisions for all modes of travel, including fatalities and severe injuries, and use this data to make roadway design decisions. In collaboration with Santa Clara County, develop an up-to-date, public database for this information. Policy T-6.3 Continue to work with Caltrain to increase safety at train crossings, including improving gate technology, and signal coordination. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-43 Policy T-6.4 Continue the Safe Routes to School partnership with PAUSD and the Palo Alto Council of PTAs. Consider the Adopted School Commute Corridors Program T6.4.1 Network and adopted “Walk and Roll” maps when reviewing development applications and making land use and transportation planning decisions. Incorporate these requirements into City code when feasible. Establish standards and procedures for maintaining Program T6.4.2 safe bicycling routes, including signage for warnings and detours during construction projects. In collaboration with PAUSD, provide adult crossing Program T6.4.3 guards at school crossings that meet established warrants. Policy T-6.5 Support PAUSD adoption of standard Safe Routes to School policies and regulations that address the five E’s of education, encouragement, enforcement, engineering, and evaluation. Policy T-6.6 Use engineering, enforcement, and educational tools to improve traffic safety on City roadways. Periodically evaluate safety on roadways and at Program T6.6.1 intersections and enhance conditions through the use of signal technology and physical changes. Consider the construction of traffic circles for improved intersection safety. Continue to provide educational programs for Program T6.6.2 children and adults, in partnership with community- based educational organizations, to promote the safe use of bicycles, including the City-sponsored bicycle education programs in the public schools and the bicycle traffic school program for juveniles. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-44 REVISED COUNCIL DRAFT – MAY 1, 2017 Work with PAUSD and employers to promote Program T6.6.3 roadway safety for all users, including motorized alternatives to cars and bikes such as mopeds and e-bikes, through educational programs for children and adults. Complete a mobility and safety study for downtown Program T6.6.4 Palo Alto, looking at ways to improve circulation and safety for all modes. Identify and construct safety improvements for Program T6.6.5 pedestrian underpasses, including on Embarcadero Road. Improve pedestrian crossings by creating protected Program T6.6.6 areas and better pedestrian and traffic visibility. Use a toolbox including bulb outs, small curb radii, high visibility crosswalks, and landscaping. Establish a program to educate residents to keep Program T6.6.7 sidewalks clear of parked cars, especially on narrow local streets in neighborhoods with rolled curbs. Survey for compliance annually. Policy T-6.7 Use appropriate technology to monitor and improve circulation safety throughout the City. Evaluate the performance of safety improvements Program T6.7.1 and identify methods to encourage alternative transportation modes. Policy T-6.8 Vigorously and consistently enforce speed limits and other traffic laws for both motor vehicle and bicycle traffic. TRANSIT-DEPENDENT COMMUNITY GOAL T-7 Provide mobility options that allow people who are transit dependent to reach their destinations. Policy T-7.1 Support mobility options for all groups in Palo Alto who require transit for their transportation. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-45 Expand transportation opportunities for transit-Program T7.1.1 dependent riders by supporting discounts for taxi fares, rideshare services, and transit, by coordinating transit systems to be shared by multiple senior housing developments, and by maintaining a database of volunteer drivers, and other transit options. Coordinate with social service agencies and transit Program T7.1.2 agencies to fill gaps in existing transportation routes and services accessible to transit-dependent riders no matter their means and design new bus routes that enable them to access those services. Pursue expanded evening and night time bus Program T7.1.3 service to enhance mobility for all users during off- peak times. Policy T-7.2 Utilize the principles of Universal Design, and local and State design standards, to guide the planning and implementation of transportation and parking improvement projects to ensure the needs of community members with limited mobility, including some seniors and people with disabilities, are addressed. Policy T-7.3 Continue to partner with transit providers, including VTA, to support demand-responsive paratransit service for eligible participants in Palo Alto and maintain existing paratransit services, particularly where bus service is discontinued. Emphasize service quality and timeliness when contracting for paratransit services. Policy T-7.4 Collaborate with transit and shuttle providers including VTA, AC Transit, SamTrans, Stanford Marguerite Shuttle, Palo Alto Free Shuttle, Dumbarton Express Bus Service and Caltrain in the provision of service that is accessible to seniors and people with disabilities. Policy T-7.5 Support transit providers in implementing or continuing reduced fare or no fare voucher systems for selected populations, including seniors and people with disabilities. Policy T-7.6 Encourage transit service providers to provide subsidized transit passes for low income riders and other transit-dependent communities. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-46 REVISED COUNCIL DRAFT – MAY 1, 2017 REGIONAL COLLABORATION AND COORDINATION GOAL T-8 Influence the shape and implementation of regional transportation policies and technologies to reduce traffic congestion and greenhouse gas emissions. Policy T-8.1 Engage in regional transportation planning and advocate for specific transit improvements and investments, such as Caltrain service enhancements and grade separations, Dumbarton Express service, enhanced bus service on El Camino Real with queue jumping and curbside platforms, HOV/HOT lanes, and additional VTA bus service. Policy T-8.2 Participate in regional planning initiatives for the rail corridor and provide a strong guiding voice. Policy T-8.3 Collaborate effectively with and engage in regional partnerships and solutions with a range of stakeholders, including regional agencies, neighboring jurisdictions and major employers, on issues of regional importance such as traffic congestion, reduced reliance on single- occupant vehicles, and sustainable transportation. Continue to participate in regional efforts to Program T8.3.1 develop technological solutions that make alternatives to the automobile more convenient and thereby contribute to reducing congestion. Policy T-8.4 Coordinate with local, regional agencies, and Caltrans to support regional efforts to maintain and improve transportation infrastructure in Palo Alto, including the Multi-Modal Transit Center. Policy T-8.5 Support the efforts of the Metropolitan Transportation Commission (MTC) to coordinate transportation planning and services for the Mid- Peninsula and the Bay Area that emphasize alternatives to the automobile. Policy T-8.6 Advocate for efforts by Caltrans and the Valley Transportation Authority to reduce congestion and improve traffic flow on existing freeway facilities consistent with Statewide GHG emissions reduction initiatives. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-47 Advocate for provision of a new southbound Program T8.6.1 entrance ramp to Highway 101 from San Antonio Road, in conjunction with the closure of the southbound Charleston Road on-ramp at the Rengstorff Avenue interchange in Mountain View. Advocate for improved connectivity to transit to Program T8.6.2 serve workers who live in the South Bay and work in Palo Alto. Policy T-8.7 Support the application of emerging freeway information, monitoring, and control systems that provide non-intrusive driver assistance and reduce congestion. Policy T-8.8 Where appropriate, support the conversion of existing traffic lanes to exclusive bus and high-occupancy vehicle (HOV) lanes or Express/HOT lanes on freeways and expressways, including the Dumbarton Bridge, and the continuation of an HOV lane from Redwood City to San Francisco. Policy T-8.9 Support State and federal legislation to reduce motor vehicle emissions, noise, and fuel consumption. Policy T-8.10 Support plans for intra-county and transbay transit systems that link Palo Alto to the rest of Santa Clara County and adjoining counties. Ensure that these systems and enhancements do not adversely impact the bay. Work with regional transportation providers, Program T8.10.1 including BART and Caltrain, to improve connections between Palo Alto and the San Francisco International Airport and Norman Y. Mineta San Jose International Airport. Policy T-8.11 Support regional plans to complete development of the Bay Trail and Bay-to-Ridge Trail. Policy T-8.12 Support the development of the Santa Clara County Countywide Bicycle System, and other regional bicycle plans. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-48 REVISED COUNCIL DRAFT – MAY 1, 2017 Identify and improve bicycle connections to/from Program T8.12.1 neighboring communities in Santa Clara and San Mateo counties to support local trips that cross city boundaries. Also advocate for reducing barriers to bicycling and walking at freeway interchanges, expressway intersections, and railroad grad crossings. LAND USE AND COMMUNITY DESIGN REVISED COUNCIL DRAFT – MAY 1, 2017 L-1 3 This revised Council draft element reflects revisions in response to Council direction received on January 30, 2017, including revisions to improve the organization of the Element and eliminate redundancies. L INTRODUCTION The Land Use and Community Design Element sets the foundation for future preservation, growth, and change in Palo Alto and serves as the blueprint for the development of public and private property in the city. It includes policies and programs intended to balance natural resources with future community needs in a way that makes optimal use of available land, to create attractive buildings and public spaces that reinforce Palo Alto’s sense of place and community, to preserve and enhance quality of life and services in Palo Alto neighborhoods and districts, and to maintain Palo Alto's role in the success of the surrounding region. This Element meets the State-mandated requirements for a Land Use Element. It defines categories for the location and type of public and privates uses of land under the City's jurisdiction; it recommends standards for population density and building intensity on land covered by the Comprehensive Plan; and it includes a Land Use Map (Map L-6) and Goals, Policies, and Programs to guide land use distribution in the city. By satisfying these requirements, the Land Use and Community Design Element lays out the basic guidelines and standards upon which all of the other Comprehensive Plan elements rely and build. Other elements of the Plan correspond with the land use categories and policy direction contained in this Element, while providing more specialized guidance focused on particular topics, such as transportation or conservation. VISION: Palo Alto’s land use decisions shall balance our future growth needs with the preservation of our neighborhoods, address climate protection priorities through sustainable development near neighborhood services, and enhance the quality of life of all neighborhoods. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-2 REVISED COUNCIL DRAFT – MAY 1, 2017 CONNECTIONS TO OTHER ELEMENTS The Land Use and Community Design Element is replete with direct connections to all of the other elements of the Comprehensive Plan. Its guidance for land uses is strongly linked to the Housing Element’s prescriptions for residential development, even though the Housing Element is cyclically updated on a separate State- mandated timetable. The inextricable tie between land use and transportation is clearly apparent both in this Element and the Transportation Element, as the co- location of land uses significantly affects the ability of transit, walking, and biking to replace vehicle travel, in addition to capitalizing on the presence of rail service in Palo Alto. The success of programs in the Natural and Urban Environment and Safety Element is largely dependent on land uses decisions that protect the environment as well as people and property. The Land Use Element dovetails with both the quality of life initiatives in the Community Services and Facilities Element, and the prosperity objectives of the Business and Economics Element. PLANNING CONTEXT NATURAL ENVIRONMENT With a backdrop sweeping from forested hills to the Bay, Palo Alto is framed by natural beauty. Views of the foothills contribute a sense of enclosure and a reminder of the close proximity of open space and nature. Views of the baylands provide a strong connection to the marine environment and the East Bay hills. Together with the city’s marshland, salt ponds, sloughs, creeks, and riparian corridors, these natural resources, clearly visible in the aerial photograph in Map L-1, are a major defining feature of Palo Alto’s character. Preserving the city’s attractive and valuable natural features is important for a number of reasons. Ecologically, these areas provide key habitat for wildlife, create a buffer from developed areas, and act as a natural filtration system for storm water runoff. For the community, they represent an important facet of the look and feel of Palo Alto, contributing to a sense of place both through direct public access to natural areas and the views that establish Palo Alto’s local scenic routes. Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Sunnyvale Atherton Redwood City OregonExpressway Embar cader o R oad ElCa mino Real PageMillRoad UniversityAvenue Lo u i s R o a d ChanningAvenue Stanford Lands AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet §¨¦280 Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community MA P L- 1 P A L O A L T O A E R I A L V I E W P A L O A L T O C O M P R E H E N S I V E P L A N L A N D U S E 0 1 2 Miles Source: City of Palo Alto, 2013; ESRI, 2016; PlaceWorks, 2016. Railroads City Boundary Sphere of Influence PALO ALTO PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-4 REVISED COUNCIL DRAFT – MAY 1, 2017 REGIONAL PLANNING Palo Alto cooperates with numerous regional partners on a range of issues of common interest. Regional planning partners include the California Department of Transportation (Caltrans) and other State agencies, Metropolitan Transportation Commission and Association of Bay Area Governments, Santa Clara Valley Transportation Authority, San Mateo County Transit District, Santa Clara County, San Mateo County, and neighboring cities. The City of Palo Alto works together with the cities of East Palo Alto and Menlo Park on a variety of shared programs relating to economic development, social services, education, public safety, and housing. Palo Alto also works with Mountain View, Los Altos, and Los Altos Hills on joint ventures such as fire protection and water quality control. In addition, Palo Alto elected officials and staff participate in numerous countywide and regional planning efforts, including via both advisory and decision-making boards and commissions. Palo Alto also maintains a strong relationship with Stanford University. Although the campus lies outside of the city limits, as shown in Map L-2, important Stanford- owned lands are within Palo Alto, including Stanford Shopping Center, Stanford Research Park, and the Stanford University Medical Center. The City, Santa Clara County, and Stanford maintain an inter-jurisdictional agreement regarding development on unincorporated Stanford lands and collaborate on selected land use and transportation projects. CITY EVOLUTION EARLY HISTORY There is evidence in the archaeological record of people living along San Francisquito Creek as far back as 4000 BC, and the first widely recognized inhabitants are the Costanoan people starting in about 1500 BC. The Costanoan are Ohlone- speaking Native Americans who lived near the water from San Francisco Bay to Carmel. Costanoan and earlier artifacts have been identified in the city, particularly along the banks of San Francisquito Creek. Preservation of these resources is a high priority for the City and essential to defining the character of the community. Foot h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Sunnyvale Atherton Redwood City OregonExpressway Emba rc a dero Road ElCaminoReal PageMillRoad UniversityAvenue Lou i s R o a d ChanningAvenue Stanford Lands AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet §¨¦280 MA P L - 2 S P H E R E O F I N F L U E N C E , U R B A N S E R V I C E A R E A , A N D S T A N F O R D U N I V E R S I T Y L A N D S P A L O A L T O C O M P R E H E N S I V E P L A N L A N D U S E 0 1 2 Miles Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; Stanford University, 2000; PlaceWorks, 2014. City Limit Sphere of Influence Stanford Academic Growth Boundary Railroads ^_Potential Future School Site Stanford University Land Use Designations Academic Campus Campus Residential - Low Density Campus Residential - Moderate Density Open Space and Field Research Campus Open Space Special Conservation Lake/Reservoir Urban Service Boundary !Caltrain Stations ^_ PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-6 REVISED COUNCIL DRAFT – MAY 1, 2017 CITY DEVELOPMENT From its earliest days, Palo Alto has been a world-class center of knowledge and innovation. The city incorporated in 1894 on land purchased with the specific intent of serving the newly established Stanford University. Originally centered on University Avenue, Palo Alto grew south and east, incorporating the older town of Mayfield and its California Avenue district in 1925. By the 1970s, the city had almost doubled in size, stretching into the foothills and south to Mountain View, with commercial centers along Middlefield Road in Midtown and El Camino Real through formerly unincorporated Barron Park, and research and development areas at the city’s outskirts. Today, Palo Alto covers almost 26 square miles (16,627 acres) of land, about a third of which is open space, including 34 city-owned parks and 1,700 acres of protected baylands. Ensuring that activities in and around the baylands, including airport operations, occur with minimal environmental impacts is of major importance to the City and region. COMPACT DEVELOPMENT Palo Alto was an early adopter of compact development principles, as embodied in the Urban Service Area designated to manage growth in the current Comprehensive Plan. Through this strategy, the City has endeavored to direct new development into appropriate locations—such as along transit corridors and near employment centers— while protecting and preserving neighborhoods as well as the open space lands that comprise about half of the city. SUSTAINABILITY AND RESILIENCE Palo Alto is regarded as a leader in sustainability, having adopted its first Climate Action Plan in 2007 and continuing through the City’s multi-faceted efforts to PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-7 eliminate the community’s dependence on fossil fuels and adapt to the potential effects of climate change. Through the direct provision of public utility services by the City to the community, Palo Alto is able to achieve truly outstanding energy efficiency and water conservation. The City and community also are leaders in promoting non- automobile transportation, waste reduction and diversion, and high-quality, low- impact development. In addition to efficiency and conservation, the City sees an adequate housing supply as a fundamental component of a sustainable and equitable community. As of the adoption of this Comprehensive Plan, renting or owning a home in Palo Alto is prohibitively expensive for many. The housing affordability crisis in Palo Alto, and in the Bay Area more broadly, has a number of negative consequences, including diminished socioeconomic diversity and increased traffic congestion as local workers commute from distant places where housing is cheaper. In response, this Element lays out a multi-faceted strategy to both preserve existing housing and create new housing in a variety of types and sizes. Most new housing is anticipated to be multi- family housing on redeveloped infill sites near housing. These policies and programs work hand-in-hand with Housing Element programs and focus change along transit corridors, while preserving the character of established single-family neighborhoods. Together, all of these efforts make Palo Alto a more resilient community, able to adjust behaviors and actions in an effort to protect and preserve environmental resources. CITY STRUCTURE COMPONENTS The city is composed of unique neighborhoods and distinct but connected commercial centers and employment districts. Understanding how these different components of the city structure support one another and connect to the region can help inform land use planning. By reflecting the existing structure in its policies, Palo Alto will ensure that it remains a community that encourages social contact and public life and also maintains quality urban design. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-8 REVISED COUNCIL DRAFT – MAY 1, 2017 RESIDENTIAL NEIGHBORHOODS Palo Alto’s 35 neighborhoods are characterized by housing, parks, and public facilities. Their boundaries are based on land use and street patterns and community perceptions. Most of the residential neighborhoods have land use classifications of single-family residential with some also including multiple-family residential, and transitions in scale and use often signify neighborhood boundaries. Each neighborhood is a living reminder of the unique blend of architectural styles, building materials, scale, and street patterns that were typical at the time of its development. These characteristics are more intact in some neighborhoods than in others. The City strives to complement neighborhood character when installing streets or public space improvements and to preserve neighborhoods through thoughtful development review to ensure that new construction, additions, and remodels reflect neighborhood character. Neighborhoods built prior to the mid-1940s generally have a traditional pattern of development with relatively narrow streets, curbside parking, vertical curbs, and street trees between the curb and sidewalk. Many homes are oriented to the street with parking often located to the rear of the lot. Many later neighborhoods were shaped by Modernist design ideas popularized by builder Joseph Eichler. The houses are intentionally designed with austere facades and oriented towards private backyards and interior courtyards, where expansive glass walls “bring the outside in.” Curving streets and cul-de-sacs further the sense of house as private enclave, and flattened curbs joined to the sidewalk with no planting strip create an uninterrupted plane on which to display the house. Some neighborhoods built during this period contain other home styles such as California ranch. Both traditional and modern Palo Alto neighborhoods have fine examples of multi- unit housing that are very compatible with surrounding single-family homes, primarily because of their high-quality design characteristics, such as entrances and gardens that face the street rather than the interior of the development. Examples include duplexes and small apartment buildings near Downtown, as well as second units and cottage courts in other areas of the city. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-9 COMMERCIAL CENTERS Centers are commercial and mixed use areas that serve as focal points of community life. These commercial centers are distributed throughout the city, within walking or bicycling distance of virtually all Palo Alto residents, as shown in Map L-3. There are three basic types of Centers in Palo Alto:  Regional Centers include University Avenue/Downtown and Stanford Shopping Center. These areas are commercial activity hubs of citywide and regional significance, with a mix of shopping, offices, and some housing. Downtown is characterized by two- and three-story buildings with ground floor shops. Downtown Palo Alto is widely recognized for its mix of culture, architecture, and atmosphere of innovation, which make it a uniquely special place. Trees, benches, outdoor seating areas, sidewalks, plazas, and other amenities make the streets pedestrian-friendly. Transit is highly accessible and frequent. Downtown plays a key role in concentrating housing, employment, shopping, and entertainment near each other and regional rail and other transit, exemplifying and supporting citywide sustainability and resiliency. However, a recent cycle of economic growth has brought increased pressure for additional office space in Downtown Palo Alto. In recent years, the demand has become so strong that other important uses that contribute to Downtown’s vitality, such as storefront retail, are at risk of being pushed out. This Element includes policies and programs to preserve ground floor-retail uses Downtown and sustain its role as a gathering place. Programs are also included to convert some unused development potential from commercial to residential potential in the future. Stanford Shopping Center has evolved from its original auto-oriented design into a premier open-air pedestrian environment known for extensive landscaped areas surrounded by retail and dining.  Multi-Neighborhood Centers, including California Avenue, Town and Country Village, and South El Camino Real, are retail districts that serve more than one neighborhood with a diverse mix of uses including retail, office, and residential. They feature one- to three--story buildings with storefront windows and outdoor seating areas that create a pedestrian-friendly atmosphere. These centers also contain retail uses clustered around plazas and parks that provide public gathering spaces. They can be linked to other city Centers via transit. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-10 REVISED COUNCIL DRAFT – MAY 1, 2017  Neighborhood Centers, such as Charleston Shopping Center, Edgewood Plaza and Midtown Shopping Center, are small retail areas drawing customers from the immediately surrounding area. These centers are often anchored by a grocery or drug store and may include a variety of smaller retail shops and offices oriented toward the everyday needs of local residents. Adjacent streets provide walking, biking, and transit connections. EMPLOYMENT DISTRICTS Palo Alto’s employment districts, such as Stanford Research Park, Stanford Medical Center, East Bayshore, and San Antonio Road/Bayshore Corridor, represent a development type not found in other parts of the city. These Districts are characterized by large one- to four-story buildings, with some taller buildings, separated by parking lots and landscaped areas. The Districts are accessed primarily by automobile or employer-supported transit, though future changes in land use and tenancy could support a shift toward transit, pedestrian, and bicycle travel. GROWTH MANAGEMENT The pace of non-residential growth and development in Palo Alto has been moderated by a citywide cap on non-residential development first adopted by the City Council in 1989. Based on the demonstrated and continuous strength of the city’s economy, and recent changes in the approach to growth management throughout California, this Plan presents an updated cumulative growth management and monitoring system. This system moderates the overall amount of new office/R&D development and monitors its impacts on Palo Alto’s livability. An implementation program addresses the pace of new office/R&D development by updating an existing ordinance establishing an annual limit on the amount allowed. This updated approach uses 2015 as the baseline from which to monitor new development and establishes a cumulative, citywide cap on office/R&D uses, including conversions of existing square footage to office/R&D space. It also establishes clear guidance to address what the City should do as the cap is approached. Fo o t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos £¤101 §¨¦280 OregonExpresswayEmbarcaderoRoad AlmaStree tElCaminoReal Page MillRoad UniversityAvenue Lo u i s R o a d Channing Avenue Stanford Lands Ø Ø Ø Ø Ø Ø Ø Ø 3 1 1 3 2 1 2 2 2 1 2 3 4 1 Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; PlaceWorks, 2014. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T 0 0.5 1 Miles MA P L - 3 C I T Y S T R U C T U R E !Caltrain Stations Sphere of Influence City Boundary Railroads Park/Open Space Regional Centers 1. University Avenue/Downtown 2. Stanford Shopping Center Commercial Districts 1. South of Forest Area (SOFA) 2. California Avenue 3. Alma Village 1. Stanford Research Park 2. Stanford Medical Center 3. East Bayshore 4. San Antonio Road/Bayshore Corridor "Ø Mixed Use Areas Employment Centersl ³³lo× Employment Districts 1. California Avenue 2. Town & Country Village 3. South El Camino Real Multi-Neighborhood Centers"Ø 1. Charleston Center 2. Edgewood Plaza 3. Midtown Neighborhood Centers"Ø PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-12 REVISED COUNCIL DRAFT – MAY 1, 2017 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-13 URBAN DESIGN The look and feel of Palo Alto is shaped by urban design, which encompasses the wide variety of features that together form the visual character of the city. These elements range from aesthetic to functional and include the design of buildings, the historic character of structures and places, public spaces where people gather, gateways or entrances to the city, street trees lining neighborhoods, art decorating public spaces, as well as parking lots and essential infrastructure. Key community design features are illustrated on Map L-4. BUILDINGS Palo Alto has many buildings of outstanding architectural merit representing a variety of styles and periods. The best examples of these buildings are constructed with quality materials, show evidence of craftsmanship, fit with their surroundings, and help make neighborhoods comfortable and appealing. To help achieve quality design, the Architectural Review Board reviews buildings and site design for commercial and multi-family residential projects. Palo Alto’s commercial and residential buildings have received regional and national design recognition. Design issues in residential neighborhoods include sympathetic restoration and renovation of homes, protection of privacy if second stories are added, and efforts to make streets more inviting to pedestrians. HISTORIC RESOURCES Palo Alto has a rich stock of historic structures and places that are important to the city’s heritage and preserving and reusing these historic resources contributes to the livability of Palo Alto. The City’s Historic Inventory lists approximately 400 buildings of historical merit, with more than a dozen buildings on the National Register of Historic Places, as well as two historic districts: Ramona Street and Professorville. Map L-5 illustrates historic resources in Palo Alto. Historic sites include the El Palo Alto redwood, believed to be the site of a 1776 encampment of the Portola Expedition and one of 19 California Points of Historical Interest in the city. The garage at 367 Addison that was the birthplace of Hewlett- Packard is one of seven sites or structures listed on the California Register of Historic Landmarks. The length of El Camino Real from San Francisco to San Diego, including the section that passes through Palo Alto, is a State Historic Landmark. Many historic PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-14 REVISED COUNCIL DRAFT – MAY 1, 2017 buildings in the city have been rehabilitated and adaptively reused as office or commercial spaces, including former single-family homes in and near downtown. PUBLIC SPACES, STREETS, AND PARKING Throughout Palo Alto are a variety of public spaces from parks and schools to plazas and sidewalks, to cultural, religious, and civic facilities. Each of these can increasingly serve as centers for public life with gathering places, bicycle and pedestrian access, safety-enhancing night-time lighting and clear visual access, and, in some cases, small-scale retail uses such as cafes. Well-designed streets also invite public use and enhance quality of life. Palo Alto’s reputation as a gracious residential community is due not only to its fine street trees and attractive planting areas, but also to appropriate street width for neighborhood character, accommodation of pedestrians and bicycles, height and setbacks of buildings, and color and texture of paving materials. These components help to ensure that streets are pleasant and safe for all travelers. Parking lots occupy large amounts of surface area in the city. Well-designed parking lots make efficient use of space while contributing positively to the appearance of the surrounding area. A parking lot can provide an opportunity for open space and outdoor amenities rather than just a repository for cars. Many parking lots in Palo Alto include trees, landscaping and public art. GATEWAYS Community identity is strengthened when the entrances to the city are clear and memorable. In Palo Alto, these entrances or gateways include University Avenue, El Camino Real, Middlefield Road, Oregon Expressway/Page Mill Road, San Antonio Road and Embarcadero Road, and the Palo Alto Transit Center and California Avenue Caltrain station. Well-designed gateways are defined by natural and urban landmarks that complement the character and identity of the neighborhood. Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Atherton Redwood City OregonExpresswayEmbarcaderoRoad AlmaStreetElCaminoReal Page MillRoad UniversityAvenue Lou i s R o a d Channing Avenue Stanford Lands§¨¦280 Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; PlaceWorks, 2014. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T 0 1 2 Miles MA P L - 4 C O M M U N I T Y D E S I G N F E A T U R E S Major View Corridors k Primary Gateways ! !Scenic Routes in Palo Alto !Caltrain Stations Railroads Park/Open Space City Boundary Sphere of Influence PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-16 REVISED COUNCIL DRAFT – MAY 1, 2017 !!!!!!! !!! ! !! ! !!!!!!!!! ! ! ! !!!! ! ! !!! ! ! ! ! ! !! ! ! ! ! ! ! ! !!! ! ! ! !!!!!!!!! ! ! ! ! ! !!!! !!! ! !!! ! ! !!!!!! !!!!!! !! !!!!!! ! !!!!! ! ! ! !!! !!!!! ! ! !! ! ! ! !! ! !!! ! ! ! ! !! !!! ! ! !!!!!!!!!!!! ! !! !! !!! ! ! ! ! !!!!!!!!! ! ! ! ! ! ! ! ! ! !! !! ! !! !!!! ! ! ! ! !! !!!! !! ! ! ! ! !!! ! !! ! !!!!!!!! ! !!!!!! !! !! !!!! ! !!! !!! ! !! !! !!!! !!! ! ! !!!! !!!! ! ! !!! !!! !!! !!!!! !!!!! ! ! !!!!!! !! ! !! !!!!! ! ! ! !! ! ! ! ! ! ! !!! !! !!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! !!! !!! ! ! ! ! ! !!!! !!!!! !!!!! !! ! !!! ! !! ! ! ! !! !!! ! ! !!!!!! ! !! ! !!!! ! ! ! !!! ! ! ! ! ! Foot h i l l E x p r e s s w a y Mountain View Stanford University Los Altos Hills Menlo Park Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 ·|}þ237 Sunnyvale Atherton OregonExpressway Embarcadero Road ElCaminoReal PageMillRoad UniversityAvenue Loui s R o a d ChanningAvenue Stanford Lands MiddlefieldRoad AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet LouisRoad Professorville Historic District Green Gables Historic District Greenmeadow Historic District Ramona Street Architectural District §¨¦280 M A P L - 5 !!!!!!! !!! ! !! ! !!!!!!!!! ! ! ! !!!! ! ! !!! ! ! ! ! !! ! ! ! ! ! ! ! !!! ! ! ! !!!!!!!!! ! ! ! ! ! !!!! ! !! ! !!! ! ! !!!!!! !!!! !! !! !!!!!! !!!!!! ! ! ! ! !!!!!!! ! ! !! !! ! !! ! !!! ! ! ! ! !! !!!! ! !!!!!!!!!!!! ! ! ! !! !!! ! ! ! ! !!!!!!!!! ! ! ! ! ! ! ! ! ! !! !! ! !! !!!! ! ! ! ! !! !!!! !! ! ! ! ! !!! ! !! ! ! !!! !!!! ! !!!!!! !! !! !!! ! ! !!! !!! ! !! !! !!!! !!! ! ! !!!! !!! ! ! ! !!! !!! !!! !! ! !! !!!!! ! ! !!!!!! !! ! !! !!!!! ! ! ! !! ! ! ! ! ! ! !!! !! !!! ! ! ! ! ! ! ! ! ! !! !!! !!! ! ! ! ! ! !!!! !!!! !!!!!! !! ! !!! ! !! ! ! ! !! !!! ! !!!!!!! ! !! ! !!!! ! ! ! !!! ! ! ! H I S T O R I C R E S O U R C E S Source: PlaceWorks, 2016; The City of Palo Alto, 2013. 0 1 2 Miles *Cultural and historic resources include Historic Structures on the City of Palo Alto Historic Inventory (categories I, II, III, or IV), and/or Buildings on the National Register of Historic Places, and/or California Registered Historic Landmarks, and/or Points of Historical Interest. This map is for illustrative purposes only and does not depict the full inventory of historic structures, landmarks, or other cultural resources in Palo Alto. For a more complete listing, please refer to the content of the Palo Alto Comprehensive Plan and the associated environmental review documents. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T !Cultural or historic resource* Highways City Limit Professorville Historic District Ramona StreetArchitectural District PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-18 REVISED COUNCIL DRAFT –MAY 1, 2017 URBAN FOREST Palo Alto’s urban forest—including both public and privately owned trees—is a key part of the community’s history, identity, and quality of life. It offers enormous social, environmental, and financial benefits and is a fundamental part of Palo Alto’s sense of place. Regular spacing of trees that are similar in form and texture provides order and coherence and gives scale to the street. A canopy of branches and leaves provides shade for pedestrians and creates a sense of enclosure and comfort. On the city’s most memorable streets, trees of a single species extend historic character to the corners of blocks, reducing the apparent width of streets and intersections and defining the street as a continuous space. Protecting, maintaining, and enhancing the urban forest, as called for in the 2015 Urban Forest Master Plan, is among the most effective ways to preserve Palo Alto’s character. PUBLIC ART Public art helps create an inviting atmosphere for gathering, fosters economic development, and contributes to vital public spaces. Palo Alto’s public art program reflects the City’s tradition of enriching public spaces with works of art, ranging from the subtle inclusion of handcrafted artifacts into building architecture to more traditional displays of sculpture at civic locations. The Municipal Code requires both public and private projects to incorporate public art. UTILITIES AND INFRASTRUCTURE A city is supported by its infrastructure—features such as paving, signs, and utilities. These features represent substantial public investments and are meant to serve all community members. Infrastructure improvements must meet current needs and keep pace with growth and development. While the purpose of infrastructure is usually utilitarian or functional, attention to design details can add beauty or even improve urban design. For example, replacing a sidewalk can provide an opportunity to create larger tree wells and provide new street trees. State law (California Government Code Section 65302.10) requires the City to address potential regional inequity and infrastructure deficits within disadvantaged unincorporated communities (DUCs) in this Element. There are no DUCs within the Palo Alto SOI with public services or infrastructure needs or deficiencies. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-19 PALO ALTO AIRPORT Palo Alto Airport (PAO) is a general aviation airport owned and operated by the City of Palo Alto. PAO occupies 102 acres of land east of Highway 101 in the baylands and has one paved runway. The airport functions as a reliever to three Bay Area airports. PAO facilities include an air traffic control tower operated by the Federal Aviation Administration and a terminal building. Flight clubs and fixed base operators operate on-site, offering fuel sales, flight lessons, pilot training, and aircraft sales, rentals, maintenance, and repair. From 1967 to 2015, PAO was operated by Santa Clara County under a lease agreement. Operations and control have since been transferred to the City and key challenges ahead include addressing deterioration of runway conditions, addressing noise impacts and hours of operation, and the relationship between the Airport and the Baylands Master Plan. LAND USE MAP AND LAND USE DESIGNATIONS Map L-6 shows each land use designation within the city of Palo Alto. The land use designations translate the elements of city structure into a detailed map that presents the community’s vision for future land use development and conservation on public and private land in Palo Alto through the year 2030. Residential densities are expressed in terms of dwelling units per acre. Population densities per acre are not absolute limits. Building intensities for non-residential uses are expressed in terms of floor area ratio (FAR), which is the ratio of gross building floor area (excluding areas designated for parking, etc.) to net lot area, both expressed in square feet. FAR does not regulate building placement or form, only the spatial relationship between building size and lot size; it represents an expectation of the overall intensity of future development. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-20 REVISED COUNCIL DRAFT –MAY 1, 2017 The maximums assigned to the land use designations below do not constitute entitlements, nor are property owners or developers guaranteed that an individual project, when tested against the General Plan’s policies, will be able or permitted to achieve these maximums. LAND USE DEFINITIONS OPEN SPACE Publicly Owned Conservation Land: Open lands whose primary purpose is the preservation and enhancement of the natural state of the land and its plants and animals. Only resource management, recreation, and educational activities compatible with resource conservation are allowed. Public Park: Open lands whose primary purpose is public access for active recreation and whose character is essentially urban. These areas, which may have been planted with non-indigenous landscaping, may provide access to nature within the urban environment and require a concerted effort to maintain recreational facilities and landscaping. Streamside Open Space: This designation is intended to preserve and enhance corridors of riparian vegetation along streams. Hiking, biking, and riding trails may be developed in the streamside open space. The corridor will generally vary in width up to 200 feet either side of the center line of the creek. However, along San Francisquito Creek between El Camino Real and the Sand Hill Road bridge over the creek, the open space corridor varies in width between approximately 80 and 310 feet from the center line of the creek. The aerial delineation of the open space in this segment of the corridor, as opposed to other segments of the corridor, is shown to approximate scale on the Proposed Land Use and Circulation Map. Open Space/Controlled Development: Land having all the characteristics of open space but where some development may be allowed on private properties. Open space amenities must be retained in these areas. Residential densities range from 0.1 to 1 dwelling unit per acre but may rise to a maximum of 2 units per acre where second units are allowed, and population densities range from 1 to 4 persons per acre. Other uses such as agricultural, recreational, and non-residential uses may be allowed consistent with the protection and preservation of the inherent open space characteristics of the land. ! ! FOO T H I L L E X P Y FA B I A N W A Y SAND H I L L R D AL M A S T SEA L E A V E SAN A N T O N I O R D OREG O N E X P Y QU A R R Y R D LOMA V E R D E A V E ARA S T R A D E R O R D E CH A R L E S T O N R D EMBARCA D E R O W A Y PASTE U R D R CAL I F O R N I A A V E LI N C O L N A V E UNI V E R S I T Y A V E JU N I P E R O S E R R A B L V D PA G E M I L L R D §¨¦280 |ÿ82 £¤101 Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Los Altos Arastradero Preserve Baylands Preserve Byxbee Park SOFA II CAP SOFA I CAP Baylands Master Plan East Charleston Road S A N F R A N C I S C O B A Y 0 0.25 0.5 0.75 10.125 Miles Source: ESRI, 2010; Tiger Lines, 2010; USGS, 2010; NHD, 2013; City of Palo Alto, 2013; PlaceWorks, 2015. Comprehensive Plan Land Use Designations Residential Single Family Res Multi-Family Res Multi-Family Res (w/Hotel Overlay) Mixed UseCommercial Hotel Commercial Service Commercial Neighborhood Commercial Regional/Community CommercialBusiness/Industrial Light Industrial Research/Office Park Other SOFA II CAP SOFA I CAP School District Land Major Institution/Special Facility Streamside Open Space Public Park Open Space/Controlled Development Public Conservation LandStanford University Land Use Designations Academic Campus Campus Residential - Low Density Campus Residential - Moderate Density Open Space/Field Research Campus Open Space Special Conservation Lake/Reservoir !Caltrain Stations Urban Service Area City Boundary Sphere of Influence Railroads P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T MA P L -6 C O M P R E H E N S I V E L A N D U S E D E S I G N A T I O N S PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-22 REVISED COUNCIL DRAFT –MAY 1, 2017 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-23 RESIDENTIAL Single-Family Residential: This designation applies to residential neighborhoods primarily characterized by detached single-family homes, typically with one dwelling unit on each lot. Private and public schools and churches are conditional uses requiring permits. Accessory dwelling units or duplexes are allowed subject to certain size limitations and other development standards and duplexes may be allowed in select, limited areas where they would be compatible with neighborhood character and do not create traffic and parking problems. The net density in single family areas will range from 1 to 7 units per acre, but rises to a maximum of 14 units on parcels where second units or duplexes occur. Population densities will range from 1 to 30 persons per acre. Multiple-Family Residential: The permitted number of housing units will vary by area, depending on existing land use, proximity to major streets and public transit, distance to shopping, and environmental problems. Net densities will range from 8 to 40 units and 8 to 90 persons per acre. Density should be on the lower end of the scale next to single-family residential areas. Densities higher than what is permitted by zoning may be allowed where measurable community benefits will be derived, services and facilities are available, and the net effect will be compatible with the overall Comprehensive Plan. Village Residential: Allows residential dwellings that are designed to contribute to the harmony and pedestrian orientation of a street or neighborhood. Housing types include single-family houses on small lots, second units, cottage clusters, courtyard housing, duplexes, fourplexes, and small apartment buildings. Design standards will be prepared for each housing type to ensure that development successfully contributes to the street and neighborhood and minimizes potential negative impacts. Net densities will range up to 20 units per acre. Transit-Oriented Residential: Allows higher density residential dwellings in the University Avenue/Downtown and California Avenue commercial centers within a walkable distance, approximately 2,500 feet, of the City’s two multi-modal transit stations. The land use category is intended to generate residential densities that support substantial use of public transportation and especially the use of Caltrain. Design standards will be prepared to ensure that development successfully contributes to the street and minimizes potential negative impacts. Individual project requirements will be developed, including parking, to ensure that a significant portion of the residents will use alternative modes of transportation. Net density will PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-24 REVISED COUNCIL DRAFT – MAY 1, 2017 range up to 50 units per acre, with minimum densities to be considered during development of new City zoning regulations. COMMERCIAL Neighborhood Commercial: Includes shopping centers with off-street parking or a cluster of street-front stores that serve the immediate neighborhood. Examples include Charleston Center, Edgewood Center, and Midtown. Typical uses include supermarkets, bakeries, drugstores, variety stores, barber shops, restaurants, self- service laundries, dry cleaners, and hardware stores. In locations along El Camino Real and Alma Street, residential and mixed use projects may also locate in this category. Non-residential floor area ratios will range up to 0.4. Regional/Community Commercial: Larger shopping centers and districts that have a wider variety of goods and services than the neighborhood shopping areas. They rely on larger trade areas and include such uses as department stores, bookstores, furniture stores, toy stores, apparel shops, restaurants, theaters, and non-retail services such as banks. Non-retail uses such as medical and dental offices may also locate in this designation. Examples include Stanford Shopping Center, Town and Country Village, and University Avenue/Downtown. In some locations, residential and mixed use projects may also locate in this category. Non-residential floor area ratios range from 0.35 to 2. Service Commercial: Facilities providing citywide and regional services and relying on customers arriving by car. These uses do not necessarily benefit from being in high volume pedestrian areas such as shopping centers or Downtown. Typical uses include auto services and dealerships, motels, lumberyards, appliance stores, and restaurants, including fast service types. In almost all cases, these uses require good automobile and service access so that customers can safely load and unload without impeding traffic. In some locations, residential and mixed use projects may be appropriate in this land use category. Examples of Service Commercial areas include San Antonio Road, El Camino Real, and Embarcadero Road northeast of the Bayshore Freeway. Non-residential floor area ratios will range up to 0.4. Mixed Use: The Mixed Use designation is intended to promote pedestrian-oriented places that layer compatible land uses, public amenities and utilities together at various scales and intensities. The designation allows for multiple functions within the same building or adjacent to one another in the same general vicinity to foster a mix of uses that encourages people to live, work, play, and shop in close proximity. Most typically, mixed use developments have retail on the ground floor and PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-25 residences above. This category includes Live/Work, Retail/Office, Residential/Retail and Residential/Office development. Floor area ratios will range up to 1.15, although development located along transit corridors or near multi-modal centers will range up to 2.0 FAR with up to 3.0 FAR possible where higher FAR would be an incentive to meet community goals such as providing affordable housing. The FAR above 1.15 must be used for residential purposes. FAR between 0.15 and 1.15 may be used for residential purposes. As of the adoption of this Comprehensive Plan, the Mixed Use designation is currently only applied in the SOFA area. Commercial Hotel: This category allows facilities for use by temporary overnight occupants on a transient basis, such as hotels and motels, with associated conference centers and similar uses. Restaurants and other eating facilities, meeting rooms, small retail shops, personal services, and other services ancillary to the hotel are also allowed. This category can be applied in combination with another land use category. FAR currently ranges up to 2.0 for the hotel portion of the site. An implementation program indicates that the City will explore increasing this FAR. Research/Office Park: Office, research, and manufacturing establishments whose operations are buffered from adjacent residential uses. Stanford Research Park is an example. Other uses that may be included are educational institutions and child care facilities. Compatible commercial service uses such as banks and restaurants, and residential or mixed uses that would benefit from the proximity to employment centers, will also be allowed. Additional uses, including retail services, commercial recreation, churches, and private clubs may also be located in Research/Office Park areas, but only if they are found to be compatible with the surrounding area through the conditional use permit process. In some locations, residential and mixed-use projects may also locate in this category. Maximum allowable floor area ratio ranges from 0.3 to 0.5, depending on site conditions. Light Industrial: Wholesale and storage warehouses and the manufacturing, processing, repairing, and packaging of goods. Emission of fumes, noise, smoke, or other pollutants is strictly controlled. Examples include portions of the area south of Oregon Avenue between El Camino Real and Alma Street that historically have included these land uses, and the San Antonio Road industrial area. Compatible residential and mixed use projects may also be located in this category. Floor area ratio will range up to 0.5. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-26 REVISED COUNCIL DRAFT – MAY 1, 2017 INSTITUTIONAL School District Lands: Properties owned or leased by public school districts and used for educational, recreational, or other non-commercial, non-industrial purposes. Floor area ratio may not exceed 1.0. Major Institution/Special Facilities: Institutional, academic, governmental, and community service uses and lands that are either publicly owned or operated as non-profit organizations. Examples are hospitals and City facilities. Major Institution/University Lands: Academic and academic reserve areas of Stanford University. Population density and building intensity limits are established by conditional use permit with Santa Clara County. These lands are further designated by the following sub-categories of land use:  Major Institution/University Lands/Campus Single-Family Residential: Single-family areas where the occupancy of the units is significantly or totally limited to individuals or families affiliated with the institution.  Major Institution/University Lands/Campus Multiple Family Residential: Multiple family areas where the occupancy of the units is significantly or totally limited to individuals or families affiliated with the institution.  Major Institution/University Lands/Campus Educational Facilities: Academic lands with a full complement of activities and densities that give them an urban character. Allowable uses are academic institutions and research facilities, student and faculty housing, and support services. Increases in student enrollment and faculty/staff size must be accompanied by measures that mitigate traffic and housing impacts.  Major Institution/University Lands/Academic Reserve and Open Space: Academic lands having all the characteristics of open space but upon which some academic development may be allowed provided that open space amenities are retained. These lands are important for their aesthetic and ecological value as well as their potential for new academic uses. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-27 GOALS, POLICIES, AND PROGRAMS GROWTH MANAGEMENT GOAL L-1 A compact and resilient city providing residents and visitors with attractive neighborhoods, work places, shopping districts, public facilities, and open spaces. CONCENTRATING DEVELOPMENT WITHIN THE URBAN SERVICE AREA Policy L-1.1 Limit future urban development to currently developed lands within the urban service area. The boundary of the urban service area is otherwise known as the urban growth boundary. Retain undeveloped land west of Foothill Expressway and Junipero Serra as open space, with allowances made for very low-intensity development consistent with the open space character of the area. Retain undeveloped land northeast of Highway 101 as open space. [Previous Policy L-1] [L1] Policy L-1.2 Maintain and strengthen Palo Alto’s varied residential neighborhoods while sustaining the vitality of its commercial areas and public facilities. [Previous Policy L-4] [L2] Policy L-1.3 Promote infill development in the urban service area that is compatible with its surroundings and the overall scale and character of the city to ensure a compact, efficient development pattern. [(Previous Policy L-5 ) (PTC Policy L1.7) (Comp Plan Draft EIR Mitigation Measure LAND-1)] [L3] Program L1.3.1 Work with neighbors, neighborhood associations, property owners, and developers to identify barriers to infill development of below market rate and more affordable market rate housing and to remove these barriers. Work with these same stakeholders to identify sites and facilitate opportunities for below market rate housing and housing that is affordable. [(PTC Program L1.7.10) (Edited)] [L4] REGULATING LAND USE Policy L-1.4 Regulate land uses in Palo Alto according to the land use definitions in this Element and Map L-6. [NEW POLICY] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-28 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy L-1.5 Encourage land uses that address the needs of the community and manage change and development to benefit the community. [NEW POLICY] [L10] Program L1.5.1 Review regulatory tools available to the City and identify actions to enhance and preserve the livability of residential neighborhoods and the vitality of commercial and employment districts, including improved code enforcement practices. [NEW PROGRAM] [L11] Policy L-1.6 Use coordinated area plans to guide development in areas of Palo Alto where significant change is foreseeable. Address both land use and transportation, define the desired character and urban design traits of the areas, identify opportunities for public open space, parks and recreational opportunities, address connectivity to and compatibility with adjacent residential areas; and include broad community involvement in the planning process. [NEW POLICY] [L67] REGIONAL COOPERATION Policy L-1.7 Maintain an active engagement with Santa Clara County, San Mateo County, neighboring cities, other public agencies including school districts and Stanford University regarding land use and transportation issues. [Previous Policy L-2] [L7] Program L1.7.1 Maintain and update as appropriate the 1985 Land Use Policies Agreement that sets forth the land use policies of the City, Santa Clara County, and Stanford University with regard to Stanford unincorporated lands. [Previous Program L-1] [L8] Policy L-1.8 Participate in regional strategies to address the interaction of jobs, housing balance and transportation issues. [NEW POLICY] [L9] GROWTH MANAGEMENT AND MONITORING Policy L-1.9 Maintain a citywide cap of 1.7 million new square feet of office/R&D development, exempting medical office uses in the SUMC vicinity. Use January 1, 2015 as the baseline and monitor development towards the cap on an annual basis. Require annual monitoring to assess the effectiveness of development requirements and determine whether PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-29 the Cap and the development requirements should be adjusted. Continue to exempt medical, governmental, and institutional uses from the cap on office/R&D development. [Update of Previous Policy L-8] [L15] and [L18] Program L1.9.1 Reevaluate the cumulative cap when the amount of new office/R&D square footage entitled since January 1, 2015 reaches 67 percent of the allowed square footage, or 1,139,000 square feet. Concurrently consider removal or potential changes to the cap and/or to the amount of additional development permitted by the City’s zoning ordinance. [NEW PROGRAM] [L19] Program L1.9.2 Update and extend the City’s interim annual limit of 50,000 square feet of new office/R&D development in order to moderate the pace of growth in commercial and mixed use areas. Consider additional exemptions to the annual limit as part of this update. [NEW POLICY] [L23] Policy L-1.10 Hold new development to the highest development standards in order to maintain Palo Alto’s livability and achieve the highest quality development with the least impacts. [NEW POLICY] [L32] A SUSTAINABLE COMMUNITY GOAL L-2 An enhanced sense of “community” with development designed to foster public life, meet citywide needs, and embrace the principles of sustainability. Policy L-2.1 Maintain a citywide structure of Residential Neighborhoods, Centers, and Employment Districts. Integrate these areas with the City’s and the region’s transit and street system. [(Previous Policy L-10)(Comp Plan Draft EIR Mitigation Measure AIR-1)] [L44] Policy L-2.2 Enhance connections between commercial and mixed use centers and the surrounding residential neighborhoods by promoting walkable and bikeable connections and a diverse range of retail and services that caters to the daily needs of residents. [(Previous Policy L-11)(Comp Plan Draft EIR Mitigation Measure AIR-2d, LAND-5)] [L45] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-30 REVISED COUNCIL DRAFT – MAY 1, 2017 Program L2.2.1 Explore whether there are appropriate locations to allow small-scale neighborhood-serving retail facilities such as coffee shops and corner stores in residential areas. [(Previous Policy L-16) (Converted to Program)] [L46] Policy L-2.3 As a key component of a diverse, inclusive community, allow and encourage a mix of housing types and sizes designed for greater affordability, particularly smaller housing types, such as studios, co- housing, cottages, clustered housing, accessory dwelling units, and senior housing. [(Previous Policy L-13) (Combined with [L47], which is also about encouraging small units/mix of types)] [L47] and [L60] Policy L-2.4 Use a variety of strategies to stimulate housing. [NEW POLICY] Program L2.4.1 Amend the Housing Element to eliminate housing sites along San Antonio Road and increase residential densities in Downtown and the California Avenue area to replace potential units from the sites eliminated. [NEW PROGRAM] Program L2.4.2 Allow housing on the El Camino Real frontage of the Stanford Research Park and at Stanford Shopping Center, provided that adequate parking and vibrant retail is maintained. [NEW PROGRAM] Program L2.4.3 Explore multi-family housing elsewhere in Stanford Research Park and near Stanford University Medical Center (SUMC). [NEW PROGRAM] Program L2.4.4 Assess non-residential development potential in the Community Commercial, Service Commercial, and Downtown Commercial Districts (CC, CS, and CD) and the Neighborhood Commercial District (CN), and convert non-retail commercial FAR to residential FAR, where appropriate. Conversion to residential capacity should not be considered in Town and Country Village. [NEW PROGRAM] [L21] Program L2.4.5 Update the municipal code to include zoning changes that allow a mix of retail and residential uses but no office uses. The intent of these changes PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-31 would be to encourage a mix of land uses that contributes to the vitality and walkability of commercial centers and transit corridors. [(NEW PROGRAM)(Comp Plan Draft EIR Mitigation Measure LAND-1)] [L121] Program L2.4.6 Explore changing the Transfer of Development Rights (TDR) ordinances for both buildings of historic significance and for seismic retrofits so that transferred development rights may only be used for residential capacity. [NEW PROGRAM] Policy L-2.5 Support the creation of affordable housing units for middle to lower income level earners, such as City and school district employees, as feasible. [NEW POLICY] [L55] Program L2.5.1 Collaborate with PAUSD in exploring opportunities to build housing that is affordable to school district employees. [NEW PROGRAM] [L56] Policy L-2.6 Create opportunities for new mixed use development consisting of housing and retail. [Previous Policy L-9] [L120] Policy L-2.7 Support efforts to retain housing that is more affordable in existing neighborhoods, including a range of smaller housing types. [NEW POLICY] [L53] Program L2.7.1 Review development standards to discourage the net loss of housing units. [NEW PROGRAM] [L54] Policy L-2.8 When considering infill redevelopment, work to minimize displacement of existing residents. [NEW POLICY] [L57] Program L2.8.1 Conduct a study to evaluate various possible tools for preventing displacement of existing residents. [NEW PROGRAM] [L58] Program L2.8.2 Develop and implement a system to inventory the characteristics of existing housing units and track changes in those characteristics on a regular basis. Make the information publicly available. [NEW PROGRAM] [L59] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-32 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy L-2.9 Preserve ground-floor retail and limit the displacement of existing retail from neighborhood centers. [NEW POLICY] [L124] Policy L-2.10 Facilitate reuse of existing buildings. [Previous Program L 20] [NEW POLICY] [L48] Policy L-2.11 Encourage new development and redevelopment to incorporate greenery and natural features through the use of features such as green rooftops, pocket parks, plazas, and rain gardens. [(NEW POLICY) (Combined with Previous Program C26)] [L49] Policy L-2.12 Ensure that future development addresses potential risks from climate change and sea level rise. [NEW POLICY] [L5] DISTINCT NEIGHBORHOODS GOAL L-3 Safe, attractive residential neighborhoods, each with its own distinct character and within walking distance of shopping, services, schools, and/or other public gathering places. NEIGHBORHOOD COMPATIBILITY Policy L-3.1 Ensure that new or remodeled structures are compatible with the neighborhood and adjacent structures.[(Previous Policy L-12) (Comp Plan Draft EIR Mitigation Measures AES-1, LAND-1, LAND-2)] [L50] Policy L-3.2 Preserve residential uses from conversion to office or short-term rentals. [NEW POLICY] [L51] Program L3.2.1 Evaluate and implement strategies to prevent conversion of residential and neighborhood-serving retail space to office or short-term vacation rentals. [NEW PROGRAM] [L52] Policy L-3.3 Recognize the contribution of cottage cluster housing to the character of Palo Alto and retain and encourage this type of development. [NEW POLICY] [L61] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-33 RESIDENTIAL DESIGN Policy L-3.4 Ensure that new multi-family buildings, entries and outdoor spaces are designed and arranged so that each development has a clear relationship to a public street. [Previous Policy L-14] [L62] Policy L-3.5 Avoid negative impacts of basement construction for single-family homes on adjacent properties public resources and the natural environment. [NEW POLICY] [L63] Program L3.5.1 Develop a program to assess and manage both the positive and negative impacts of basement construction in single family homes on the community and the environment, including:  Land use issues. Evaluate the City’s policy of excluding basements from the gross floor area and maximum floor area ratio limits in the zoning ordinance. Consider zoning revisions, including greater setbacks, to limit basement size and increase basement setbacks from adjacent properties.  Impacts to the natural environment, such as potential impacts to the tree canopy, groundwater supply or quality, and soil compaction.  Safety issues such as increased surface flooding, increased groundwater intrusion with sea level rise, emergency access and egress, or sewage backflows. [NEW PROGRAM] [L64] COMMERCIAL CENTERS GOAL L-4 Inviting pedestrian scale centers that offer a variety of retail and commercial services and provide focal points and community gathering places for the city’s residential neighborhoods and employment districts. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-34 REVISED COUNCIL DRAFT – MAY 1, 2017 COMMERCIAL CENTERS AND MIXED USE AREAS Policy L-4.1 Encourage the upgrading and revitalization of selected Centers in a manner that is compatible with the character of surrounding neighborhoods, without loss of retail and existing small, local businesses. [(Previous Policy L-18)(Comp Plan Draft EIR Mitigation Measure LAND-1)] [L65] Program L4.1.1 Evaluate the effectiveness of formula retail limits adopted for California Avenue and consider whether these limits should be applied in other Centers. Develop incentives for local small businesses where warranted. [NEW PROGRAM] [L66] Policy L-4.2 Encourage street frontages that contribute to retail vitality in all Centers. Reinforce street corners in a way that enhances the pedestrian realm or that form corner plazas. Include trees and landscaping. [Previous Policy L-20] [L70] Policy L-4.3 Ensure all Regional Centers and Multi-Neighborhood Centers provide centrally located gathering spaces that create a sense of identity and encourage economic revitalization. Encourage public amenities such as benches, street trees, kiosks, restrooms and public art. [Previous Policy L-21] [L71] Program L4.3.1 Study the feasibility of using public and private funds to provide and maintain landscaping and public spaces such as parks, plazas, sidewalks and public art within commercial areas. [Previous Program L-16] [L72] Program L4.3.2 Through public/private cooperation, provide well- signed, clean, and accessible restrooms [Previous Program L-17] [L73] Program L4.3.3 Collaborate with merchants to enhance the appearance of streets and sidewalks within all Centers. Encourage the formation of business improvement districts and undertake a proactive program of maintenance, repair, landscaping and enhancement.[Previous Policy L-22] [L74] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-35 Program L4.3.4 Identify priority street improvements that could make a substantial contribution to the character of Centers, such as widening sidewalks, narrowing travel lanes, creating medians, restriping to allow diagonal parking, and planting trees [Previous Program L-18] [L75] HOTELS Policy L-4.4 Sites within or adjacent to existing commercial areas and corridors are suitable for hotels. Give preference to housing versus hotel use on sites adjacent to predominantly single-family neighborhoods. [NEW POLICY] [L12] Program L4.4.1 Explore increasing hotel FAR from 2.0 to 3.0 in the University Avenue/Downtown area, and 2.5 in areas outside of Downtown. [NEW PROGRAM] [L201] REGIONAL CENTERS University Avenue/Downtown Policy L-4.5 Maintain and enhance the University Avenue/Downtown area as a major commercial center of the City, with a mix of commercial, civic, cultural, recreational and residential uses. Promote quality design that recognizes the regional and historical importance of the area and reinforces its pedestrian character. [(Previous Policy L-23) (Comp Plan Draft EIR Mitigation Measure AES-1)] [L76] Policy L-4.6 Ensure that University Avenue/Downtown is pedestrian-friendly and supports bicycle use. Use public art, trees, bicycle racks and other amenities to create an environment that is inviting to pedestrians and bicyclists. [Previous Policy L-24] [L77] Program L4.6.1 Prepare a Coordinated Area Plan for Downtown. [Previous Program L-22] [L79] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-36 REVISED COUNCIL DRAFT – MAY 1, 2017 Stanford Shopping Center Policy L-4.7 Maintain Stanford Shopping Center as one of the Bay Area’s premiere regional shopping centers. Promote bicycle and pedestrian use and encourage any new development at the Center to occur through infill [Previous Policy L-26] [L80] Al housing strategies are located in Goal L-2, including housing at Stanford Shopping Center. See Program L-2.4.2. Program L4.7.1 While preserving adequate parking to meet demand, identify strategies to reuse surface parking lots. [(Previous Program L-23) (Merged with Previous Policy L-27)] [L81] MULTI-NEIGHBORHOOD CENTERS California Avenue Policy L-4.8 Maintain the existing scale, character, and function of the California Avenue business district as a shopping, service, and office center intermediate in function and scale between Downtown and the smaller neighborhood business areas. [Previous Policy L-28] [L82] Program L4.8.1 Prepare a coordinated area plan for the Fry's site and surrounding California Avenue area. The plan should describe a vision for the future of the Fry's site as a walkable neighborhood with multi‐family housing, ground floor retail, a public park, creek improvements, and an interconnected street grid. It should guide the development of the California Avenue area as a well-designed mixed use district with diverse land uses and a network of pedestrian- oriented streets. [NEW PROGRAM] [L69] Program L4.8.2 Create regulations for the California Avenue area that encourage the retention of smaller buildings to provide spaces for existing [Previous Program L-27] [L84] Policy L-4.9 Improve the transition between the California-Cambridge area and the single family residential neighborhood of Evergreen Park. Avoid abrupt changes in scale and density between the two areas. [Previous Policy L-30] [L85] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-37 Town and Country Village Policy L-4.10 Recognize and preserve Town and Country Village as an attractive retail center serving Palo Altans and residents of the wider region. Future development at this site should preserve its existing amenities, pedestrian scale, and architectural character while also improving safe access for bicyclists and pedestrians and increasing the amount of bicycle parking. [Previous Policy L-32] [L88] Policy L-4.11 In Town and Country Village, encourage a vibrant retail environment and urban greening. [Previous Policy L-33] [L89] Policy L-4.12 In Town and Country Village, encourage improvement of pedestrian, bicycle, and auto circulation and landscaping improvements, including maintenance of existing oak trees and planting additional trees. [Previous Policy L-34] [L90] NEIGHBORHOOD CENTERS Policy L-4.13 Improve the local-serving focus, and provide safe pedestrian, bicycle, and multimodal access to all three Palo Alto Neighborhood Centers – Charleston Shopping Center, Edgewood Plaza, and Midtown Shopping Center. Support their continued improvement and vitality. [Previous Policy L-37] [L91] Policy L-4.14 Encourage maximum use of Neighborhood Centers by ensuring that the publicly maintained areas are clean, well-lit, and attractively landscaped. [Previous Policy L-38] [L92] Policy L-4.15 Shopping Center as an attractive, pedestrian-oriented, one- to two- story Neighborhood Center with diverse local-serving uses and adequate parking, and a network of pedestrian-oriented streets, ways and gathering places. Encourage retention of Midtown’s grocery store and a variety of neighborhood retail shops and services.[Previous Policy L-40] [L93] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-38 REVISED COUNCIL DRAFT – MAY 1, 2017 EMPLOYMENT DISTRICTS GOAL L-5 High quality employment districts, each with their own distinctive character and each contributing to the character of the city as a whole. Policy L-5.1 Foster compact Employment Districts developed in a way that facilitates transit, pedestrian and bicycle travel. Provide mixed uses to reduce the number of auto trips. [Previous Policy L-42 and L-44] [L94] and [L97] Program L5.1.1 Explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start- ups, retail, transit hub, and other community- supporting services that are compatible with the existing uses, to create a vibrant innovation- oriented community. [NEW PROGRAM] [L98] Policy L-5.2 Provide landscaping, trees, sidewalks, pedestrian paths, and connections to the citywide bikeway system within Employment Districts. Pursue opportunities to include sidewalks, paths, low water use landscaping, recycled water, and trees and remove grass turf in renovation and expansion projects. [Previous Policy L-43] [L95] Revised to be consistent with wording in Safety Element Policy L-5.3 Design paths and sidewalks to be attractive and comfortable and consistent with the character of the area where they are located. [(Previous Program L-44) (Converted to Policy)] [L96] Policy L-5.4 Maintain the East Bayshore and San Antonio Road/Bayshore Corridor areas as diverse business and light industrial districts, , consistent with the approved 2012 East Meadow Circle Concept Plan (Appendix Y of this Comprehensive Plan). [Previous Policy L-46] [L100] GOAL L-6 Well-designed buildings that create coherent development patterns and enhance city streets and public spaces. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-39 DESIGN OF BUILDINGS AND PUBLIC SPACE Policy L-6.1 Promote high quality design and site planning that is compatible with surrounding development and public spaces. [(Comp Plan Draft EIR Mitigation Measure AES-1, LAND-1, LAND-2) (Previous Policy L-48)] [L102] Program L6.1.1 Promote awards programs and other forms of public recognition for projects of architectural merit that contribute positively to the community. [Previous Program L-53] [L103] Policy L-6.2 Use the Zoning Ordinance, design review process, design guidelines, and Coordinated Area Plans to ensure high quality residential and commercial design and architectural compatibility. [(Previous Program L-48)(Comp Plan Draft EIR Mitigation Measure LAND-1, LAND-2)] [L104] Policy L-6.3 Require bird-friendly design. [NEW POLICY] [L105] Program L6.3.1 Develop guidelines for bird-friendly building design that minimizes hazards for birds and reduces the potential for collisions. [NEW PROGRAM] [L106] Policy L-6.4 In areas of the City having a historic or consistent design character, encourage the design of new development to maintain and support the existing character. [(Previous Program L-49) (Converted to Policy) (Comp Plan Draft EIR as Mitigation Measure AES-1)] [L107] Policy L-6.5 Guide development to respect views of the foothills and East Bay hills from public streets in the developed portions of the City. [Previous Policy L-3] [L108] Policy L-6.6 Design buildings to complement streets and public spaces; to promote personal safety, public health and well-being; and to enhance a sense of community safety. [Previous Policy L-49] [L109] Program L6.6.1 Modify design standards for mixed use projects to promote a pedestrian-friendly relationship to the street, including elements such as screened parking or underground parking, street-facing windows and entries, and porches, windows, bays PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-40 REVISED COUNCIL DRAFT – MAY 1, 2017 and balconies along public ways, and landscaping, and trees along the street. Avoid blank or solid walls at street level. [Previous Program L-10] [L122] and [L110] Policy L-6.7 Where possible, avoid abrupt changes in scale and density between residential and non-residential areas and between residential areas of different densities. To promote compatibility and gradual transitions between land uses, place zoning district boundaries at mid-block locations rather than along streets wherever possible. [(Note: Council Motion 1/30/17: This is exact wording of Previous Policy L-6)(Comp Plan Draft EIR Mitigation Measure LAND-1, LAND-2)] [L117] Program L6.7.1 Implement architectural standards to assure they effectively address land use transitions. [(NEW PROGRAM)(Comp Plan Draft EIR Mitigation Measure LAND-2)] [L118] Policy L-6.8 Support existing regulations that preserve exposure to natural light for single-family residences. [NEW POLICY] [L119] Policy L-6.9 Discourage the use of fences that obscure the view of the front of houses from the street. [(Previous Program L-52)(Converted to Policy)] [L125] Policy L-6.10 Encourage high quality signage that is attractive, energy-efficient, appropriate for the location, and balances visibility needs with aesthetic needs. [Previous Policy L-50] [L126] GOAL L-7 Conservation and preservation of Palo Alto’s historic buildings, sites, and districts. HISTORIC RESOURCES Policy L-7.1 Encourage public and private upkeep and preservation of resources that have historic merit, including residences listed in the City’s Historic Resource Inventory, the California Register of Historical Resources, or the National Register of Historic Places. [Previous Policy L-51] [L127] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-41 Program L7.1.1 Update and maintain the City’s Historic Resource Inventory to determine all historic resources that are eligible for the California Register as well as important examples of California history or prehistory. Historic resources may consist of a single building or structure or a district. [(Previous Program L-54) (Draft EIR Mitigation Measure CULT-1b)] [L128] Program L7.1.2 Reassess the Historic Preservation Ordinance to ensure its effectiveness in the maintenance and preservation of historic resources, particularly in the University Avenue/Downtown area. [Previous Program L-55] [L129] Policy L-7.2 If a proposed development would affect a potential historic resource that has not been evaluated for inclusion into the City’s Historic Resources Inventory, consider whether it is eligible for inclusion in the City’s Inventory prior to the issuance of a demolition or alterations permit. [(NEW POLICY) (Comp Plan Draft EIR Mitigation Measure CULT-1c)] [L130] Policy L-7.3 Actively seek state and federal funding for the preservation of buildings of historical merit and consider public/private partnerships for capital and program improvements. [Previous Policy L-53] [L131] Policy L-7.4 Relocation may be considered as a preservation strategy when consistent with State and National Standards regarding the relocation of historic resources. [Previous Policy L-55] [L132] Policy L-7.5 To reinforce the scale and character of University Avenue/Downtown, promote the preservation of significant historic buildings. [Previous Policy L-56] [L133] Policy L-7.6 Promote awards programs and other forms of public recognition for exemplary Historic Preservation projects. [(Previous Program L-62)(Converted to Policy)] [L134] Policy L-7.7 Streamline, to the maximum extent feasible, any future processes for design review of historic structures to eliminate unnecessary delay and uncertainty for the applicant and to encourage historic preservation. [(Previous Program L-63) (Converted to Policy)] [L135] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-42 REVISED COUNCIL DRAFT – MAY 1, 2017 REHABILITATION AND REUSE Policy L-7.8 Promote adaptive reuse of old buildings. [Previous Policy L-58] [L136] Program L7.8.1 Develop incentives for the retention and rehabilitation of buildings with historic merit in all zones and revise existing zoning and permit regulations as needed to minimize constraints to adaptive reuse, particularly in retail areas. [(Previous Policy L-57) (Converted to Program)] [L137] Program L7.8.2 Create incentives to encourage salvage and reuse of discarded historic building materials. [Previous Program L-57] [L138] Program L7.8.3 For proposed exterior alterations or additions to designated Historic Landmarks, require design review findings that the proposed changes are in compliance with the Secretary of the Interior Standards for Rehabilitation. [Previous Program L-58] [L139] Policy L-7.9 Allow compatible nonconforming uses for the life of historic buildings. [(Previous Program L-61) (Converted to Policy)] [L140] Policy L-7.10 Ensure the preservation of significant historic resources owned by the City of Palo Alto. Allow such resources to be altered to meet contemporary needs consistent with the Secretary of the Interior Standards for Rehabilitation. [Previous Policy L-52] [L141] Policy L-7.11 Maintain the historic integrity of building exteriors. Consider parking exceptions for historic buildings to encourage rehabilitation. [(Previous Program L-59)(Converted to Policy)] [L142] Program L7.11.1 Review parking exceptions for historic buildings in the Zoning Code to determine if there is an effective balance between historic preservation and meeting parking needs. [NEW PROGRAM] [L143] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-43 Policy L-7.12 Encourage and assist owners of historically significant buildings in finding ways to adapt and rehabilitate these buildings, including participation in state and federal tax relief programs.[(Previous Program L-64) (Converted to Policy)] [L144] Policy L-7.13 Continue to use a TDR Ordinance to allow the transfer of development rights from designated buildings of historic significance in the Commercial Downtown (CD) zone to non-historic receiver sites in the CD zone. Consider revising the TDR Ordinance so that transferred development rights may be used only for residential development on the receiver sites. [Previous Program L-60] [L145] and [L30] ARCHAEOLOGICAL RESOURCES Policy L-7.14 Protect Palo Alto’s archaeological resources, including natural land formations, sacred sites, the historical landscape, historic habitats, and remains of settlements here before the founding of Palo Alto in the nineteenth century. [(Previous Policy L-60)(Comp Plan Draft EIR Mitigation Measure CULT-1c)] [L146] Policy L-7.15 Continue to consult with tribes as required by California Government Code Section 65352.3. In doing so, use appropriate procedures to accommodate tribal concerns when a tribe has a religious prohibition against revealing precise information about the location or previous practice at a particular sacred site. [(NEW POLICY) (Comp Plan Draft EIR Mitigation Measure CULT-3)] [L147] Policy L-7.16 Assess the need for archaeological surveys and mitigation plans on a project-by-project basis, consistent with the California Environmental Quality Act and the National Historic Preservation Act. [(Previous Program L-67)(Converted to Policy)(Comp Plan Draft EIR Mitigation Measure CULT-3)] [L148] Policy L-7.17 Ensure that developers understand their obligation to meet state codes regarding the identification and protection of archaeological and paleontological deposits. [(NEW POLICY)(Comp Plan Draft EIR Mitigation Measure CULT-3] [L149] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-44 REVISED COUNCIL DRAFT – MAY 1, 2017 PARKS AND GATHERING PLACES GOAL L-8 Attractive and safe parks, civic and cultural facilities provided in all neighborhoods and maintained and used in ways that foster and enrich public life. Policy L-8.1 Facilitate creation of new parkland to serve Palo Alto's residential neighborhoods, as consistent with the Parks, Trails, Open Space and Recreation Master Plan. [NEW POLICY] [L150] Policy L-8.2 Provide comfortable seating areas and plazas with places for public art adjacent to library and community center entrances. [Previous Policy L-62] [L156] Policy L-8.3 Encourage small-scale local-serving retail services, such as small cafes, delicatessens, and coffee carts, in civic centers: Mitchell Park, Rinconada Library, and Cubberly Community Center. [Previous Policy L-63] [L157] Policy L-8.4 Create facilities for civic and intellectual life, such as better urban public spaces for civic programs and speakers, cultural, musical and artistic events. [NEW POLICY] [L158] Policy L-8.5 Recognize public art and cultural facilities as a community benefit. Encourage the development of new and the enhancement of existing public and private art and cultural facilities throughout Palo Alto. Ensure that such projects are compatible with the character and identity of the surrounding neighborhood. [Previous Policy L-72] [L159] Policy L-8.6 Seek potential new sites for art and cultural facilities, public spaces, open space, and community gardens [Previous Policy L-64] [L160] Policy L-8.7 Encourage religious and private institutions to collaborate with the community and the surrounding neighborhood.[Previous Policy L-65] [L161] PUBLIC STREETS AND PUBLIC SPACES GOAL L-9 Attractive, inviting public spaces and streets that enhance the image and character of the city. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-45 STREETS AND PARKING Policy L-9.1 Recognize Sand Hill Road, University Avenue between Middlefield Road and San Francisquito Creek, Embarcadero Road, Page Mill Road, Oregon Expressway, Interstate 280, Arastradero Road (west of Foothill Expressway), Junipero Serra Boulevard/Foothill Expressway, and Skyline Boulevard as scenic routes and preserve their scenic qualities. [(Previous Policy L-69) (Previous Program L-71)] [L162] Program L9.1.1 Evaluate existing zoning code setback requirements to ensure they are appropriate for scenic routes. [NEW PROGRAM] [L163] Policy L-9.2 Encourage development that creatively integrates parking into the project, including by locating it behind buildings or underground wherever possible, or by providing for shared use of parking areas. Encourage other alternatives to surface parking lots that minimize the amount of land devoted to parking while still maintaining safe streets, street trees, a vibrant local economy, and sufficient parking to meet demand. [Previous Policy L-78] [L164] Policy L-9.3 Treat residential streets as both public ways and neighborhood amenities. Provide and maintain continuous sidewalks, healthy street trees, benches, and other amenities that promote walking and “active” transportation. [Previous Policy L-17] [L172] Program L9.3.1 Review standards for streets and signage and update as needed to foster natural, tree-lined streets with a minimum of signage. [NEW PROGRAM] [L173] .PUBLIC SPACES Policy L-9.4 Maintain and enhance existing public gathering places and open spaces and integrate new public spaces at a variety of scales. [NEW POLICY] [L169] Policy L-9.5 Encourage use of data driven, innovative design methods and tactics and use data to understand to evaluate how different community members use public space. [NEW POLICY] [L155] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-46 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy L-9.6 Create, preserve and enhance parks and publicly accessible, shared outdoor gathering spaces within walking and biking distance of residential neighborhoods. [Previous Policy L-15] [L170] Program L9.6.1 Analyze existing neighborhoods and determine where publicly accessible shared, outdoor gathering spaces are below the citywide average. Create new public spaces, including public squares, parks and informal gathering spaces in these neighborhoods. [NEW PROGRAM] [L171] GATEWAYS Policy L-9.7 Strengthen the identity of important community-wide gateways, including the entrances to the City at Highway 101, El Camino Real and Middlefield Road; the Caltrain stations; entries to commercial districts; Embarcadero Road at El Camino Real, and between Palo Alto and Stanford. [Previous Policy L-71] [L174] Program L9.7.1 Develop a strategy to enhance gateway sites with special landscaping, art, public spaces, and/or public buildings. Emphasize the creek bridges and riparian settings at the entrances to the City over Adobe Creek and San Francisquito Creek. [Previous Program L-72] [L175] URBAN FOREST Policy L-9.8 Incorporate the goals of the Urban Forest Master Plan, as periodically amended, into the Comprehensive Plan by reference in order to assure that new land uses recognize the many benefits of trees in the urban context and foster a healthy and robust tree canopy throughout the City. [NEW POLICY] [L176] Program L9.8.1 Establish incentives to encourage native trees and low water use plantings in new development throughout the city. [NEW PROGRAM] [L177] Policy L-9.9 Involve the Urban Forester, or appropriate City staff, in development review. [NEW POLICY] [L179] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-47 Policy L-9.10 Recognize the urban forest as City infrastructure to be maintained in accordance with applicable guidelines and requirements. [NEW POLICY] [L180] Policy L-9.11 Design public infrastructure, including paving, signs, utility structures, parking garages and parking lots to meet high quality urban design standards and embrace technological advances. Look for opportunities to use art and artists in the design of public infrastructure. Remove or mitigate elements of existing infrastructure that are unsightly or visually disruptive. [Previous Policy L-79] [L181] Program L9.11.1 Continue the citywide undergrounding of utility wires. Minimize the impacts of undergrounding on street tree root systems and planting areas. [Previous Program L-80] [L182] Program L9.11.2 Encourage the use of compact and well-designed utility elements, such as transformers, switching devices, backflow preventers, and telecommunications infrastructure. Place these elements in locations that will minimize their visual intrusion. [Previous Program L-81] [L183] Policy L-9.12 Provide utilities and service systems to serve all urbanized areas of Palo Alto and plan infrastructure maintenance and improvements to adequately serve existing and planned development. [(NEW POLICY) (PTC Policy L2.9, edited)] [L184] Program L9.12.1 Implement the findings of the City’s Infrastructure Blue Ribbon Committee and its emphasis for rebuilding our civic spaces. [(NEW PROGRAM) (PTC Program L2.9.8)] [L186] Program L9.12.2 Identify City-owned properties where combinations of wireless facilities can be co-located, assuming appropriate lease agreements are in place. [(NEW PROGRAM)(PTC Program L2.9.5)] [L187] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-48 REVISED COUNCIL DRAFT – MAY 1, 2017 GOAL L-10 Maintain an economically viable local airport with minimal environmental impacts. PALO ALTO AIRPORT Policy L-10.1 Operate Palo Alto Airport (PAO) as a vital and efficient facility at its current level of operation without intruding into open space areas. PAO should remain limited to a single runway and minor expansion shall only be allowed in order to meet federal and State airport design and safety standards. [(Previous Policy T-57)] [L190] Program L10.1.1 Relocate the terminal building away from the Runway 31 clear zone and closer to the hangars, allowing for construction of a replacement terminal. [(Previous Program T-58)] [L191] Program L10.1.2 Update the Airport Layout Plan in accordance with Federal Aviation Administration requirements, as needed, while ensuring conformance with the Baylands Master Plan to the maximum extent feasible. [NEW PROGRAM] [L192] Program L10.1.3 Identify and pursue funding to address maintenance, safety and security improvements needed at PAO. [NEW PROGRAM] [L193] Policy L-10.2 Regulate land uses in the Airport Influence Area to ensure consistency with the Palo Alto Airport Comprehensive Land Use Plan and the Baylands Master Plan. [NEW POLICY] [L188] Policy L-10.3 Minimize the environmental impacts associated with PAO operations, including adverse effects on the character of surrounding open space, noise levels, and the quality of life in residential areas, as required by federal and State requirements. [NEW POLICY] [L194] Program L10.3.1 Establish and implement a system for processing, tracking and reporting noise complaints regarding local airport operations on an annual basis. [NEW PROGRAM] [L195] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-49 Program L10.3.2 Work with the airport to pursue opportunities to enhance the open space and habitat value of the airport. These include:  maintaining native grasses;  reconstructing levees to protect the airport from sea level rise while enhancing public access and habitat conservation; and  evaluating the introduction of burrowing owl habitat. This program is subject to federal wildlife hazard requirements and guidelines for airports. [NEW PROGRAM] [L196] Policy L-10.4 Provide public access to the Airport for bicyclists and pedestrians. [NEW POLICY] [L197] Program L10.4.1 Continue to provide a bicycle/pedestrian path adjacent to Embarcadero Road. consistent with the Baylands Master Plan and open space character of the baylands subject to federal and State airport regulations. [(Previous Program T-57)] [L198] Policy L-10.5 Address the potential impacts of future sea level rise through reconstruction of the Bayfront levee in a manner that provides protection for the Airport and greater habitat along the San Francisco Bay frontage. [NEW POLICY] [L199] Policy L-10.6 Encourage the use of alternatives to leaded fuel in aircraft operating in and out of Palo Alto Airport. [NEW POLICY] [L200] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-50 REVISED COUNCIL DRAFT – MAY 1, 2017 TRANSPORTATION REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-1 2 This Element has been prepared by City staff on the basis of input from the CAC, the Transportation subcommittee and members of the public received between October 2015 and July 2016. Additionally, this revised draft Element presents changes made in response to City Council review on September 19, 2016. INTRODUCTION Meeting the transportation needs of residents, visitors, and businesses will demand innovative and forward-looking solutions. The Transportation Element provides a policy framework for these solutions, recognizing that future growth in transportation needs cannot be met by the automobile alone. Strong dependence on the automobile has resulted in air and water pollution, excess noise, increased energy use, and visual degradation in Palo Alto and throughout the San Francisco Bay Area. There have also been impacts on Palo Alto neighborhoods, as motorists have used local streets as alternatives to overcrowded arterials. This Element addresses transportation and mobility these issues comprehensively and acknowledges that the future will be different than the present and the past. Recognizing changing demographics and travel preferences, new technologies, and new opportunities, the Element provides a policy framework which includes VISION: Palo Alto will build and maintain a sustainable network of safe, accessible and efficient transportation and parking solutions for all users and modes, while protecting and enhancing the quality of life in Palo Alto neighborhoods. Programs will include alternative and innovate transportation processes, and the adverse impacts of automobile traffic on the environment in general and residential streets in particular will be reduced. Streets will be safe, attractive and designed to enhance the quality and aesthetics of Palo Alto neighborhoods. Palo Alto recognizes the regional nature of our transportation system, and will be a leader in seeking regional transportation solutions, prioritizing Caltrain service improvements and railroad grade separations. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-2 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 solutions for implementation today in order to lay the groundwork for the future. Together with investments in infrastructure, these solutions policy framework seeks to reduce reliance on single occupant vehicles, address congestion, and reduce through traffic and non-resident parking in Palo Alto neighborhoods, leading will lead to an integrated transportation system that serves local, regional, and intercity travel. This Element meets the State requirement for a Circulation Element, addressing the various aspects of circulation, including complete streets, expressways and freeways, transit, walking, bicycling, parking, and special transportation needs. CONNECTIONS TO OTHER ELEMENTS Transportation choices and options are shaped by many factors including land use, economics, and community values. TAs such, the Transportation Element is strongly influenced by the Land Use Element and Housing Element because the distribution and density of residential, commercial, and office uses have a direct correlation to the type, frequency, and use of transportation options a community employs. In a jobs-rich community like Palo Alto that imports significant numbers of workers, adding housing could be one strategy to reduce the number of people who have to drive into the city each day. The Transportation Element also supports the objectives of the Business and Economics Element, Community Services and Facilities Element, and the Natural Environment Element, and the Safety and Noise Element by paving the way for a transportation system that supports economic development, helps people get to and from community gathering places, emphasizes walkable neighborhoods and access services in a manner that limits impacts to the natural environment. SUSTAINABLE TRANSPORTATION In 2014, more than 60 percent of all trips made each day in Palo Alto involved single-occupant motor vehicles. Although the drive alone rate this ratio is a lower than in many other Bay Area communities, road travel to, from, and within the city is still the greatest single largest source of local greenhouse gas (GHG) emissions and derives from local (internal) trips as well as commute trips. As a major regional employment center, Palo Alto attracts commuters from throughout the Bay Area on a daily basis, but US Census data also show that Palo Alto residents make most of their trips by car. Building a more sustainable transportation system will require PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-3 addressing regional and local travel patterns, as well as trips made for work, school, errands or entertainment. The key to a sustainable transportation system lies in providing more options and more convenience so that people will more readily choose not to drive. Palo Altans recognize that, at times, driving is necessary, but to address congestion, keep neighborhood streets safe, reduce air quality and noise impacts, lessen the effects of climate change, and improve overall quality of life, the policies and programs in this Element must focus on providing convenient, affordable alternatives to the automobile. Facilitating a shift to alternative modes of transportation will require creative collaboration among transit agencies, employers, and local jurisdictions as well as residents and commuters themselves. Technology also has a role to play, whether providing up-to-the minute information to inform choices or in delivering new and better modes of travel. Improvements to the bicycling and pedestrian environment will help encourage more people to bike and walk on a regular basis. INNOVATION AND COLLABORATION Palo Alto is currently pursuing a number of innovative tools to increase transportation options for residents and workers. TRANSPORTATION DEMAND MANAGEMENT Transportation dDemand mManagement (TDM) refers to strategies that improve transportation system efficiency and reduce congestion by shifting trips from single- occupant vehicles to collective forms of transport, including mass transit, carpools and private shuttles. TDM is a critical component of a comprehensive strategy to reduce traffic congestion. TDM programs are typically incorporated in new development and can include a range of infrastructure investments and incentives for the use of alternatives to the automobile, as well as parking management strategies initiatives and marketing. Employers and local governments often collaborate in developing and implementing TDM area-wide TDM programs aimed at reducing single occupant vehicle use by existing employees. These, and activities can be coordinated through a tTransportation mManagement aAssociation (TMA) made up of local businesses in a commercial district or industrial park. Stanford University operates one of the most a comprehensive and successful TDM programs in the country for the University, Hospital and the Medical Center, and a program is in development for the and Research Park campuses. The program includes a 61% 23% 5% 3% 8% PALO ALTO DAILY MODE SHARE - ALL TRIPS (2014) Drive Alone Carpool Transit Bike Walk 50% 21% 4% 3% 23% Palo Alto Daily Mode Share - Internal Trips (2014) Drive Alone Carpool Transit Bike Walk PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-4 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 commute club, the Marguerite Shuttle, EcoPass/GoPass and bicycle and vehicle rentals, among others, and encourages more efficient use of transportation infrastructure. In January 2015, the City of Palo Alto supported began the process to establishment aof a TMA for the downtown area, in collaboration with local businesses and residents. The success of this effort and its potential to expand to other areas of the City will depend on securing ongoing funding and on the committed participation of employers who face parking and traffic challenges in downtown. ALTERNATIVE FUEL VEHICLES Alternative fuel vehicles—those that run on electricity, biodiesel, compressed natural gas and other alternatives to petroleum fuels—help reduce GHG emissions by utilizing cleaner fuels or zero emission alternatives. In 2014, the City of Palo Alto adopted an ordinance that requires electric vehicle (EV) – ready infrastructure for all new commercial construction to encourage the use of electric vehicles and develop the infrastructure for this growing market. As the City continues this effort, additional infrastructure may be necessary. However, while alternative fuel vehicles do reduce GHGs, they are still a contributor to congestion and delay. MOBILITY AS A SERVICE In this context mobility refers to the options that Palo Alto residents, employees and visitors have for getting to and from their destinations. The use of transportation services is beginning to replace private vehicle ownership in the region, led by a number of prominent ride sharing and e-hailing car services like Uber and Lyft). Originating in Europe, the concept of “Mobility as a Service” (MaaS), allows on- demand trip planning enabled by smartphones and mobile devices and provided by "pop up" bus-, car-, and bike-sharing services. Palo Alto is partnering with Joint Venture Silicon Valley, the Santa Clara Valley Transportation Authority (VTA), and the City of San Jose to develop a MaaS/smartphone app (Commuter Wallet) that combines access to multiple transportation modes and employer commute benefits, incentivizing non-single-occupant vehicle travel. PUBLIC TRANSIT Residents, workers, and visitors to Palo Alto have an array of transit options within the city and to the surrounding region. Maps T-1 and T-2 show the range of transit services in Palo Alto. Map T-1 focuses on regional transit options, which and Map T-2 illustrates local transit options. Overall, regional transit is heavily used, while public I2 I2 §¨¦280 |ÿ82 £¤101 Fo o t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos Arastradero Preserve Baylands Preserve Byxbee Park Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcad e r o R o a d East Charleston Road Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Color a d o A v e n u e Willow R o a d Lin c o l n A v e n u e Hamilto n A v e n u e West C h a r l e s t o n R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T PR EL IM INA RY DR A FT M AP T- 1 R E G I O N A L T R A N S I T C O N N E C T I O N S I N P A L O A L T O 0 0.5 1 Miles Source: City of Palo Alto, 2016; Santa Clara VTA, 2016; SamTrans, 2016; PlaceWorks, 2016. Alameda-Contra Costa Transit District (AC Transit) Santa Clara Valley Transportation Authority (VTA) San Mateo County Transit (SamTrans) Caltrain I2 Caltrain Stations Employment Districts Railroads Park/Open Space Public Conservation Land City Limit 35 34 40 120 88 81 522 101 102 103 DB DB1 86 82 83 22 32 32 89 182 104 824 52 California Ave Station Palo Alto Station To S a n J o s e To S a n F r a n c i s c o Stanford Medical Center San Antonio Rd/ Bayshore Corridor Stanford Research Park East Bayshore 522 296 297 280 281 81 U 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 "X "X Terman Middle Palo Alto High Greendell School Ohlone Elementary Hoover Elementary Henry M. Gunn High Addison Elementary Duveneck Elementary Escondido Elementary Palo Verde Elementary Fairmeadow Elementary El Carmelo Elementary Walter Hays Elementary Barron Park Elementary Lucille Nixon Elementary Juana Briones Elementary David Starr Jordan Middle Jane Lathrop Stanford Middle §¨¦280 |ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos Baylands Preserve Byxbee Park California Ave Station Palo Alto Station Pag e M i l l R o a d Al m a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcad e r o R o a d East Charleston Road Lo u i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Willow R o a d Lin c o l n A v e n u e Hamilto n A v e n u e West C h a r l e s t o n R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T PR EL IM INA RY DR A FT M AP T- 2 P A L O A L T O L O C A L T R A N S I T C O N N E C T I O N S Source: Palo Alto Unified School District, 2012; Santa Clara VTA, 2015; SamTrans, 2015; City of Palo Alto, 2015; Caltrain, 2015; PlaceWorks, 2015.Crosstown Shuttle Embarcadero Shuttle East Palo Alto Caltrain Shuttle Stanford Marguerite Shuttle Santa Clara Valley Transportation Authority (VTA) San Mateo County Transit (SamTrans) "X Caltrain Stations 5 Schools Railroads Employment Districts Commercial Centers Park/Open Space Public Conservation Land City Limit 0 0.5 1 Miles 182 297 102 103 88 22 824 32 35 522 89 PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-7 transit services serving the local area are below capacity levels. Policies in this Element support iImproving local services like shuttles to increase ridership and support traditional transit providers with first and last mile connectionsbetter match ridership needs could be one strategy to increase ridership and make more effective use of available capacity. RAIL SERVICE Caltrain is Palo Alto’s primary regional transit service, with riders traveling between San Francisco and Gilroy. Since introduction of the baby bullet limited express trains in 2003, ridership has more than doubled and today, Palo Alto’s University Avenue station the Palo Alto Transit Center is the second largest generator of weekday Caltrain trips, behind San Francisco’s 4th and King Street station. Long-range plans for the Palo Alto Station and the adjacent University Avenue underpass area will enhance the pedestrian experience and improve circulation and access for all modesthe station’s visibility of the transit station. The planned Caltrain extension to the Transbay Terminal in downtown San Francisco will improve regional transit connections, and Caltrain electrification will speed service and increase capacity while decreasing noise and air pollution. As of late 2015, the San Mateo County Transit District (SamTrans) has re-initiated study of possible future railtransit service along the Dumbarton corridor, to link the Alameda County communities of Newark, Union City and Fremont with the San Mateo and Santa Clara Counties.y communities of Redwood City, Menlo Park, and East Palo Alto via an existing, unused rail bridge across the San Francisco Bay. The study will also evaluate connections to Palo Alto and other cities in Santa Clara County. BUS SERVICE Three transit providers, VTA, SamTrans, and AC Transit, provide bus service in Palo Alto, connecting residents to both local and regional destinations. The VTA operates local bus service within the city, with 14 bus routes in Palo Alto and an express bus network that serves the Stanford Research Park. VTA, and also offers connections to VTA light rail, Caltrain, Altamont Corridor Express (ACE) and AMTRAK Capitol Corridor. SamTrans operates bus service throughout San Mateo, San Francisco, and Santa Clara counties, helping to connect Palo Alto to other parts of the Peninsula and Silicon Valley. AC Transit’s Dumbarton Express provides express bus service between the East Bay and communities on the Peninsula. In November 2015, Palo Alto City Council adopted a cComplete sStreets resolution affirming the City’s longstanding commitment to design and construction of a comprehensive, integrated transportation network that allows safe and convenient travel along and across streets for all users, including pedestrians, bicyclists, persons with disabilities, motorists, movers of commercial goods, users and operators of public transportation, emergency vehicles, seniors, children, youth, and families. Council also adopted National Association of City Transportation Officials (NACTO) guidelines for bikeway and urban street design, which incorporate cComplete sStreets best practices. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-8 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 The VTA’s proposed El Camino Real Bus Rapid Transit (BRT) project aims to improve transit operations and increase transit ridership along the El Camino Real Corridor. Policies in this Element support enhanced bus service in shared travel lanes wWith curbside stations and signal priority with (“queue jump lanes ing”), BRT in shared travel lanes will to provide faster, more reliable service with target stops and specialized transit vehicles and facilities. The El Camino Real BRT Corridor extends from Downtown San Jose (Arena Station) to Downtown Palo Alto (Palo Alto Transit Center) passing through the cities of Santa Clara, Sunnyvale, Mountain View and Los Altos. SHUTTLE SERVICE There are four types of shuttle services operating in Palo Alto, including the Stanford University Marguerite shuttle, the VTA shuttle, the City-operated Palo Alto Shuttle, and private employee shuttles which transit through Palo Alto offering transportation for employees to other job centers on the Peninsula. The Marguerite, run by Stanford University Parking and Transportation Services, is a free public service that connects the Stanford campus to the Palo Alto Caltrain StationTransit Center and Downtown. The VTA provides low cost fare based service for residents of Santa Clara County. The Palo Alto Free Shuttle is free wheelchair-accessible shuttle provided by the City to connect important destinations in the community, including Caltrain stations; the City is developing plans for enhanced service in response to community input. Marguerite and Palo Alto Shuttle routes are shown on Map T-1. FIRST/LAST MILE CONNECTIONS The concept of first/last mile connections refers to the level of accessibility to and from transit stations. Many people live or work within a mile from a transit station or, bus stop; however, distance, perception of safety, and inconvenience may deter them from using transit, so the entire trip is made by single-occupant vehicle simply for lack of convenience of a small but crucial segment of the trip. Currently, Tthe Palo Alto shuttle, biking, and walking are also provides first/last mile connections to and from Caltrain stations, as does the provision of bike share facilities. For now, walking and biking remain the best first/last mile option for most of Palo Alto. Future improvements should focus on making walking, and bicycling, shuttle service, and ridesharing more efficient, comfortable and safe. In addition, improved shuttle service, ridesharing and other on-demand transportation services could be integrated into the City’s overall first/last mile connection strategy and beyond, through MaaS. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-9 BICYCLING AND WALKING California’s Complete Streets Act requires local jurisdictions to plan for land use transportation policies that reflect a “complete streets” approach to mobility. Complete streets policies and street design principles provide for the needs of all road users, including pedestrians, bicyclists, transit operators and riders, children, the elderly, and people of all ability levels. BIKING Palo Alto dedicated its formal bikeway system—one of the nation’s first—in 1972. Bikeways have since become commonplace, and considerable progress has been made in overcoming barriers to bicycle travel in and around Palo Alto. Palo Alto’s bikeway network consists of on-road bicycle lanes, bicycle boulevards and bicycle routes, off-roadway shared-use paths and bridges, and bicycle parking facilities. Fourteen underpasses and bridges span barriers such as freeways, creeks, and railroad tracks. Map T-3 shows the existing and planned bikeway network in Palo Alto. Palo Alto is in a position to build on the existing network, significantly increasing its proportion of travel by bicycle and is actively pursuing an expanded bike share program. The Palo Alto Bicycle + Pedestrian Transportation Plan, adopted in 2012 (BPTP 2012), contains a policy framework, design guidance, and specific recommendations to increase walking and biking rates over the next decade and beyond. BPTP 2012 encourages planning, construction, and maintenance of complete streets that are safe and accessible to all modes and people of all ages and abilities., incorporating best practices from the National Association of Transportation Officials (NACTO) Bikeway Design Guide. Future challenges include more routes for northeast- southwest travel and overcoming physical barriers like railroads and freeways. Better provisions for bicycles on transit enables bicycles as a first/last mile option, promoting the use both modes by increasing convenience and accessibility of destinations. "X "X|ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Menlo Park Mi d d l e f i e l d R o a d Baylands Preserve Byxbee ParkEa s t B a y s h o r e R o a d Page M i l l R o a d Mi d d l e f i e l d R o a d Charle s t o n R o a d Junipe r o S e r r a B o u l e v a r d Arbore t u m R d Quar r y R o a d Sa n t a C r u z A v e Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcade r o R o a d Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Sand H i l l R o a d Lin c o l n A v e n u e Hamilto n A v e n u e Aras t r a d e r o R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T MA P T - 3 B I K E W A Y S I N P A L O A L T O Source: City of Palo Alto, 2016; PlaceWorks, 2016. 0 0.5 1 Mile Class I Multi-Use Path Park Trails Private Pathways Across Barrier Connection (ABC) Class II Bicycle Lane One-Way Bicycle Lane Enhanced Bikeway Class III Shared Roadway Class III Shared Arterial Bicycle Boulevard "X Caltrain Stations Park/Open Space Public Conservation Land Railroads City Limit Commercial "X Downtown Inset Existing Proposed Off-Street Dedicated On-Street Shared On-Street Center Al m a S t Bry a n t S t Mi d d l e f i e l d R d We b s t e r S t Univ e r s i t y A v e Ever e t t A v e Hom e r A v e PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-11 WALKING Mode share data indicate that walking accounts for more trips than public transit in Palo Alto each day, yet is an often overlooked means of transportation. As shown on Map T-4, Palo Alto's pedestrians are generally well served by current facilities and will benefit from the attention given to street trees, walkable neighborhoods, and pedestrian- oriented design. The most needed improvements are to fill in the gaps in the sidewalk system, make intersection crossings “friendlier,” and overcome barriers to northeast-southwest travel. FUNDING IMPROVEMENTS Transportation infrastructure in Palo Alto is supported through the City’s Capital Improvement Program (CIP) and impact fees on new development. The CIP is approved on an annual basis by the City Council and may include projects such as roadway and other improvements to the circulation system. The Citywide Transportation Impact Fee, adopted in 2007 and in effect through 2025, is designed to recover a portion of the costs associated with relieving traffic congestion associated with new development; the fee is calculated based on the number of additional vehicle trips generated. Three area-specific transportation impact fees also apply to portions of the city where high traffic volumes occur. These areas include San Antonio/West Bayshore, Stanford Research Park/El Camino Real CS Zone, and Charleston/Arastradero. A separate fee is charged in the Downtown Parking Assessment District (for parking impacts). The goals, policies and programs contained in this Element seek to mitigate the impacts of future development, protect Palo Alto residents’ quality of life, and address region-wide transportation issues. In order to implement these policies and programs, the City is committed to evaluating additional funding options on a regular basis. Regular evaluation and assessment of transportation-related needs and resources can help ensure that Palo Alto achieves these goals. STREETS All modes of transportation in Palo Alto depend to some degree on the street network. The City’s street network has remained essentially unchanged since the 1960s, except for projects along the Sand Hill Road corridor., yet overall traffic volumes have increased. In the future, prioritizing multimodal transportation solutions and traffic calming can support a shift towards alternative transportation, thus increasing walking and biking on local streets. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION Source: City of Palo Alto, 2012. MAP T-4 EXISTING PEDESTRIAN FACILITIES Downtown Inset Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-13 STREET CLASSIFICATIONS Palo Alto’s streets are categorized according to purpose, design and the volume of traffic they carry. This street hierarchy is defined below and is illustrated on Map T-5. Improvements to road surfaces, curbs, crossings, signage, landscaping, and sight lines must make streets safer for vehicles, but must consider the needs and safety of pedestrians and cyclists as well. ROADWAY AND INTERSECTION IMPROVEMENTS [To be updated when Preferred Alternative and associated roadway improvements are identified]. Efficient traffic circulation on major streets is a priority in Palo Alto, as is minimizing the diversion of through-traffic onto local residential streets. Intersections are the most constricted points on the network and tend to see the highest levels of congestion during the peak morning and afternoon commute periods. For that purpose, several key intersections and roadways segments, as shown on Map T-6, have been identified for monitoring. A challenge is to balance the free flow of traffic with the safety of pedestrians and cyclists of all abilities, as well as with residents’ desire to maintain low traffic speeds on residential arterials. Most future improvements will be made within existing rights- of-way at intersections and will provide for traffic calming or relatively small increases in roadway capacity by adding turn lanes or making other intersection . adjustments. Intersection improvements are planned only at the major intersections noted below. PALO ALTO’S STREET HIERARCHY  Freeway: Major roadway with controlled access; devoted exclusively to traffic movement, mainly of a through or regional nature.  Expressway: Major roadway with limited access to adjacent properties; devoted almost exclusively to traffic movement, mainly serving through- traffic.  Arterial: Major roadway mainly serving through-traffic; takes traffic to and from expressways and freeways; provides access to adjacent properties.  Residential Arterial: Major roadway mainly serving through-traffic; takes traffic to and from express- ways and freeways; provides access to adjacent properties, most of which are residential properties located on both sides of the roadway with direct frontages and driveways on that roadway.  Collector: Roadway that collects and distributes local traffic to and from arterial streets, and provides access to adjacent properties.  Local: Minor roadway that provides access to adjacent properties only. Vehicle miles traveled (VMT) is an indicator of the level of traffic on the roadway system by motor vehicles. VMT is estimated for the given period of time - for example daily or annually. The estimate is based on both traffic volume counts and roadway length. As population increases, so does VMT; however, other factors that contribute to a rise in VMT include economic growth, relatively affordable auto travel costs, tourism, low levels of public transit, and sprawl. As the amount of auto travel increases, the time wasted on congested roadways, the energy used by the vehicles and total costs of auto travel increase accordingly. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-14 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Additional turning lanes and other related changes are proposed at the following major intersections in Palo Alto: [list to be determined based on final decisions about the locations of future development] Most future improvements will be made within existing rights-of-way and will provide for traffic calming or relatively small increases in roadway capacity by adding turn lanes or making other intersection adjustments. Other, specific local and regional transportation investments envisioned are:  Full grade separations for automobiles, pedestrians, and bicyclists at Caltrain crossings,  Retrofit/improvements to existing grade separated Caltrain crossings for pedestrians and bicyclists at California Avenue and University Avenue,  Construction of new pedestrian and bicycle grade separated crossing of Caltrain in South Palo Alto and in North Palo Alto,  Pedestrian and bicycle improvements derived from the 2012 Bicycle and Pedestrian Plan as amended over time,  The US 101/Adobe Creek bicycle and pedestrian bridge,  El Camino Real intersection and pedestrian safety/streetscape improvements,  Downtown mobility and safety improvements,  Geng Road extension to Laura Lane,  Middlefield Road corridor improvements. Other agencies, including Santa Clara County, VTA, and Caltrans, are responsible for other major roadway projects that will directly affect Palo Alto streets, but are not under the jurisdiction of the City. Specifically:  The County will implement elements of Expressway Plan 2040 in or near Palo Alto, including widening Oregon-Page Mill with HOV lanes and a bicycle/pedestrian trail between I-280 and Foothill Expressway, intersection improvements along Oregon-Page Mill between Porter and Hansen and at El Camino Real, reconfiguration of the interchange at I-280/Oregon-Page Mill Road, and an ITS/signal system Countywide,  US 101 southbound improvements from San Antonio Road and Rengstorff Avenue. "X "X §¨¦280 |ÿ82 £¤101 Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Los Altos El C a m i n o R e a l Fo o t h i l l E x p r e s s w a y Oreg o n E x p r e s s w a y Embarcad e r o R o a d Univ e r s i t y A v e n u e East Charleston Road San A n t o n i o R o a d Al m a S t r e e t Mi d d l e f i e l d R o a d California Ave Station Palo Alto Station Source: City of Palo Alto, 2013; PlaceWorks, 2014. PR EL I MI N A R Y D RA F T MA P T -5R O A D W A Y N E T W O R K P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T 0 0.25 0.5 Miles Local/Collector Residential Arterial Arterial Expressway Freeway Railroads "X Caltrain Stations Parks Public Conservation Land Sphere of Influence City Boundary PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-16 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 §¨¦280 |ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Menlo Park Mi d d l e f i e l d R o a d Baylands Preserve Byxbee Park Ea s t B a y s h o r e R o a d Page M i l l R o a d Mi d d l e f i e l d R o a d Charle s t o n R o a d Junipe r o S e r r a B o u l e v a r d Arbore t u m R d Quar r y R o a d Sa n t a C r u z A v e Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcade r o R o a d Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Sand H i l l R o a d Lin c o l n A v e n u e Hamilto n A v e n u e Aras t r a d e r o R o a d Univ e r s i t y A v e n u e !6 !1 !20 !18 !15 !9 !8 !7 !5 !4 !3 !2 !19 !17 !16 !14 !13 !12 !11 !10 P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T MA P T - 6 M O N I T O R E D I N T E R S E C T I O N S Source: City of Palo Alto, 2016; PlaceWorks, 2016.Park/Open Space Public Conservation Land Railroads City Limit 0 0.5 1 Mile 1. Middlefield/University2. Middlefield/Embarcadero3. Middlefield/Oregon (CMP)4. Middlefield/Colorado5. Middlefield/Charleston6. Middlefield/San Antonio (CMP)7. El Camino Real/Alma/Sand Hill (CMP)8. El Camino Real/University/Palm9. El Camino Real/Embarcadero (CMP)10. El Camino Real/Page Mill (CMP)11. El Camino Real/Arastradero/Charleston (CMP)12. El Camino Real/San Antonio (CMP) (Mountain View)13. Santa Cruz/Sand Hill Road (Menlo Park)14. Foothill/Junipero Serra/Page Mill (CMP)15. Foothill/Arastradero (CMP)16. Alma/Charleston17. Arboretum/Quarry18. San Antonio/Charleston(CMP)19. Embarcadero/East Bayshore20. University/Woodland (East Palo Alto) Palo Alto Monitored Intersections (CMP) denotes Santa Clara County VTA Congestion Management Plan intersection. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-18 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 These investments would be complemented by local and regional investments in transit and transportation demand management, as well as parking supply and parking management. LEVEL OF SERVICE &AND VEHICLE MILES TRAVELLED Motor vehicle lLevel of sService (LOS) is a way of measuring traffic congestion based on average control delay per vehicle, and in some analyses, based on the ratio of the volume of traffic to the capacity of the road. LOS A is a free-flowing condition for cars and LOS F is an extreme congestion condition, with traffic volumes at or over capacity. LOS definitions for signalized intersections are shown in Table T-1. Policies in the Element ensure that Intersections in the city are subject to its LOS standards, and the City will continue to use vehicular LOS at local intersections when evaluating development applications, including a project’s potential contribution to cumulative overall LOS. TABLE T-1 SIGNALIZED INTERSECTION LOS DEFINITIONS BASED ON AVERAGE DELAY LOS Average Control Delay Per Vehicle (Seconds) A 10.0 or less B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F Greater than 80.0 Source: Transportation Research Board, 2000 Highway Capacity Manual. Washington, D.C. 2000. VEHICLE MILES TRAVELED (VMT) Transportation planning analyses used by cities to describe traffic and roadway and intersection operation, both for infrastructure planning and for new development projects, are evolving away from the traditional Vehicle Level of Service (LOS) metric towards a multi-modal perspective based on Vehicle Miles Traveled (VMT). California Senate Bill 743, passed in 2013, requires impacts from new development on transportation network performance to be viewed through a filter that promotes the PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-19 reduction of greenhouse gas emissions, the development of multi-modal transportation networks, and a diversity of land uses. This evolution acknowledges the fact that designing roadways primarily to serve vehicle travel is not a sustainable transportation approach and can have negative consequences for those travelling by other modes. This Bill will also shift the State away from LOS as the metric for evaluating transportation impacts under the California Environmental Quality Act (CEQA) and towards use of vehicle miles travelled (VMT) or VMT per capita. This shift recognizes that prioritizing the free flow of cars over any other roadway user contradicts State goals to reduce GHGs. Utilizing both LOS and VMT metrics provides the City with a comprehensive view to address traffic and to reflect its sustainability goals. Shorter and fewer vehicle trips to, from and within Palo Alto become an important measure in relation to greenhouse gas emissions. While LOS describes local-level impacts at a specific location, VMT describes network-wide impacts by measuring the number of miles traveled by motor vehicles within an area. VMT per capita divides the total amount of VMT by the population living and working in a community. In the Bay Area, a common pattern in jobs-rich communities like Palo Alto is that community-wide VMT is high because many workers must travel into the City from far away, and not all can meet their needs by using transit. VMT per capita is used to account for changes in population and employment over time and helps measure how far people travel to get to work, get home, and meet daily needs, while adjusting for increases in VMT due only to increased housing or employment. In summary, VMT can help identify how new development projects may influence accessibility and emissions, while vehicle LOS can still help identify impacts on users of the local roadway network. Together, these measures can inform efforts to reduce commute lengths and enhance the availability of alternative transportation options. MULTIMODAL LEVEL OF SERVICE Some communities are exploring how to apply the concept of level of service, which has focused exclusively on cars for the past several decades, to transit, bikes, and pedestrians in order to better understand and support alternative modes of transportation. Multi-modal level of service (MMLOS) is another analytical approach endorsed by policies in this Element, and applies the concept of LOS to all modes of travel, including transit, bikes, and pedestrians as well as cars and trucks. Within Santa Clara County, in response to State laws that require planning for complete streets and deprioritize vehicular LOS as a metric for transportation analysis, VTA is developing guidelines for multi-modal transportation planning to include in all PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-20 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 transportation studies, and the City of Palo Alto will have an opportunity to participate in this effort. One possible outcome could be the adoption of metrics for safety, convenience, and delay for transit, bicycles, and pedestrians similar to the LOS standards the City has adopted for motor vehiclescars. RAIL CORRIDOR Palo Alto is bisected by the Caltrain rail corridor, which provides important connections to the wider Bay Area; however, it also creates a significant barrier to local connectivity and circulation. Policies in this Element address these issues as well as safety and desired service expansions to better serve the California Avenue Caltrain station. GRADE SEPARATION To enhance local connectivity, improve pedestrian and bicycle circulation, and increase safety, the City of Palo Alto is also committed to pursuing grade separation for pedestrians, bicyclists, and automobiles at Caltrain crossings within the City and is considering conceptual grade separation alternatives for a portion of the Caltrain right-of-way. Recent studies have focused on three existing at-grade crossings at West Charleston Road, Meadow Drive, and Churchill ,Avenue; however there is significant interest in analyzing and pursuing grade separations at Alma Street as well, in addition to possible establishment of a “quiet zones” for the near term. Trenching the Caltrain corridor from San Antonio to the Oregon Expressway is the City’s preferred option for grade separation. Although the potential cost of this option to reroute existing creeks and add infrastructure pump stations would be higher than the option of submerging the roadway at key intersections, grade separation would prevent the taking of existing homes and partial property acquisitions, elimination of turning movements, and would result in less visual impacts at each intersection than submerging the roadway at key intersections due to the large footprint of the submerged segments. NEIGHBORHOOD IMPACTS Most Palo Alto streets are bordered by residential land uses. Citizens’ concerns reflect chronic problems like speeding, regional traffic on local streets, commuter shortcutting, and too much motor vehicle traffic. The City has designated some streets as residential arterials to recognize that they carry large volumes of through- traffic but also have residential uses on both sides of the street. The objective is to address the desires of residents of these streets who would like to have slower The Traffic Infusion on Residential Environment (TIRE) index is a measure of the effect of traffic on the safety and comfort of human activities, such as walking, cycling, and playing on or near a street and on the freedom to maneuver vehicles in and out of residential driveways. The TIRE index scale ranges from 0 to 5 depending on daily traffic volume. An index of 0 represents the least infusion of traffic and 5 the greatest, and thereby, the poorest residential environment. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-21 speeds, safer conditions for bicycles and pedestrians, and aesthetic improvements. This must be done economically and without appreciably reducing traffic capacity or diverting traffic onto other local neighborhood streets. Additionally, to address community concerns, the City has developed a Traffic Intrusion on Residential Environments (TIRE) methodology that estimates resident perception of traffic impacts based on anticipated average daily traffic growth. Although not required under the California Environmental Quality Act or pursuant to VTA guidelines, the City of Palo Alto uses the TIRE index to measure the impact of traffic on residents along a street. TRAFFIC CALMING Policies in this Element support tTraffic calming, which refers to projects that make permanent, physical changes to streets to slow traffic and/or reduce volumes, thus improving their safety and addressing residents’ concerns. Traffic calming measures can reduce speeds and return some through-traffic from local streets and collector streets to nearby arterials, something that may be of increased importance given the advent of technology that helps drivers navigate local streets to avoid congestion. Traffic calming also includes education and enforcement measures that promote changes in driver behavior. Where warranted by traffic conditions and residents’ desires, Palo Alto’s policy is to implement physical changes to local and collector streets that slow traffic close to the 25 miles per hour (mph) residential speed limit. Physical changes implemented are safe and take into account the needs of all road users. Some examples of traffic calming measures include:  Curb and Sidewalk Design. In many of the areas of Palo Alto built since World War II, an integral curb and sidewalk design was used, resulting in sidewalks immediately next to traffic lanes. Adding planting pockets and street trees would promote pedestrian use and also provide visual cues to drivers to reduce speeds. Curb extensions at intersections and crosswalks can also slow traffic speeds.  Reducing and Narrowing LanesLane Reductions. In commercial areas, it may be feasible to reduce the number of lanes for through-traffic with- out losing too much traffic handling capacity. In these areas, curb lanes are often not very useful for through-traffic since they may be blocked or slowed by cars turning into and out of driveways and parking spaces. In other areas, narrowing the travel lanes is a technique that can be used to reduce motor vehicle PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-22 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 speeds.Street Closures. Street closures are effective at eliminating through- traffic, especially when safety issues are involved. They may be a necessary design element for a bicycle boulevard or transit mall, but closures can often be controversial because they disrupt the traditional neighborhood street grid, and may shift traffic to adjacent streets.  RoundaboutsTraffic Circles. A traffic circle is a raised island in the center of an intersection that helps reduce speeding by forcing drivers to slow. Traffic circles have been shown to dramatically reduce collisions and are considered more bicycle-friendly than traditional two- or four-way stops controls. Because they don’t require stops, traffic circles also reduce local air and noise pollution from stop–and-go traffic, and offer opportunities for added landscaping and tree planting. Traffic circles are already used in Palo Alto’s residential neighborhoods, and the 2012 Bicycle + Pedestrian Transportation Plan calls for greater use of traffic circles, particularly along bicycle boulevards. PARKING Effectively managingA comprehensive parking supply and demand can strategy is an important component of the overall effort to reduce traffic congestion, protect the livability of residential neighborhoods, and support local businesses. The overarching objective of the strategy is to provide parking as needed to sustain economic vitality in the commercial centers and employment districts, while over time implementing initiatives to reduce motor vehicle parking demand and provide new bicycle parking facilities. MOTOR VEHICLE PARKING The parking-related policies strategy articulated in this plan articulate involves a phased approach. In the near-term, the focus will be on optimizing the use of existing parking spaces and conducting needs assessments, which establish a baseline for adequate parking in each of the city's commercial centers and employment districts under current conditions, and creating parking management strategies, which optimize the use of existing parking spaces. In the mid- to long- term, as it becomes easier and more convenient to walk, bike, rideshare and use transit, and as the effectiveness of parking management programs can be measured, the focus will shift to recalibrating parking supply. Bridging between these two phases will require identifying performance standards for transit, walking, ridesharing and bicycling that represent the thresholds at which point mechanisms to phase in PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-23 updated parking requirements and reduce space allocated to parking over time should be considered. Parking management can be done in a number of ways, including optimizing use of existing spaces and incentivizing use of alternatives to the automobile. Technology is central to optimizing the use of existing spaces, and the City is already committed to installing parking guidance systems that give drivers real-time information on the number and location of available spaces, and to developing clear logos and wayfinding signage to help people access public parking efficiently. Sshared parking arrangements that allow different users to use the same spaces at alternate times - for example, employees in the daytime and restaurant patrons at night - can also optimize the use of existing spaces. Improving transit service, providing safe, convenient bicycle parking and enhancing the pedestrian realm can incentivize the use of transportation modes that don't require vehicle parking, while charging for parking makes it more likely that people will carpool, take transit, walk or bike. The City has already begun to pilot new programs and gauge the effectiveness of parking management strategies in coordination with other transportation demand management initiatives. This plan seeks to set the stage for continued innovation and experimentation in both the public and private sectors to develop effective solutions. Over time, carefully managing parking supply can significantly reduce the number of parking spaces needed, moderate traffic congestion, reduce the costs of providing parking, encourage transit and sustainable transportation choices and support Palo Alto’s goals for livable neighborhoods. BICYCLE PARKING Policies also support As the City continues to implement its parking strategy over the mid- to long-term of this plan, bicycle use will be promoted by increasing the number of safe, attractive, and well-designed bicycle parking spaces in Palo Alto, as well as bike share hubs and bike stations at Caltrain stations. Priority areas of the city for enhanced bike parking include heavily travelled mixed-use areas, commercial centers, employment districts, recreational/cultural facilities, multi-modal transportation facilities and ride share stops. In addition, the City will identify ways to incentivize the provision of bicycle parking near existing shops, services and places of employment in collaboration with private sector partners, and in City-owned parking lots and rights of ways. Further actions will be guided through implementation of the 2012 Bicycle + Pedestrian Transportation Plan. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-24 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 ROAD SAFETY Traffic safety will continue to be among the City’s top priorities in the future. City officials, city employees and community members are committed to working together to build better and safer streets, educate the public on traffic safety, enforce traffic laws, and adopt policy changes that save lives. The City is undertaking a comprehensive traffic safety program, and partners with Palo Alto Unified School District and the Palo Alto Parent Teacher Association (PTA) on a Safe Routes to School Program that encourages families to walk, bike, take transit and use other alternatives to driving to school more often and to reduce the risk of collisions for students. A new approach to roadway safety that has proven to be successful in substantially reducing traffic-related fatality rates without compromising mobility is the Vision Zero Initiative, which is being implemented in cities throughout the US and Europe.developed in Sweden. At the core of this approach is the pursuit of concept of shifting responsibility for safety from roadway users to the design of the roadway system. While local conditions and traffic culture in Palo Alto are different than in Sweden, the Vision Zero Initiative could potentially offer ideas and lessons for Palo Alto to draw on in pursuing the goal of roadway safety for all users. TRANSIT-DEPENDENT COMMUNITIESY Young people, seniors, people with low incomes, and people with limited mobility all have special transportation needs. Palo Alto is committed to providing reasonable accessibility and mobility for all members of the community, including those who depend on transit because they cannot drive or choose not to. SENIORS As the baby boomer generation (i.e., those born between 1946 and 1964) ages, more and more people will forego driving or become unable to drive. Without proper access to affordable transit or families, friends, and/or neighbors who can provide rides, seniors face an increased risk of social and physical isolation. VTA offers seniors 65 and over a discounted Regional Transit Connection Card. In addition, Outreach, a non-profit organization that serves seniors and people with disabilities, offers transportation services in Santa Clara County, including a subsidized transit pass and subsidized taxi rides. While Outreach provides an important service to the community, there is a daily cap on the number of rides offered so all user requests may not be accommodated. Households that don’t own a car are dependent on transit to reach work, including evening, nighttime, and weekend shifts, and to meet other daily needs. At the same time, in a 2016 survey of workers in downtown Palo Alto, 40 percent of service workers reported that they would take transit to work if it was less expensive. Improving mobility for low- income residents and workers could mean both expanding transit and shuttle service to off-peak hours and supporting programs to provide free or discounted transit passes. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-25 PEOPLE WITH LIMITED MOBILITY VTA’s paratransit services are also provided by Outreach. Riders may reserve paratransit trips from one to three days in advance, between 8:00 a.m. and 5:00 p.m. for service the next day. However, paratransit services are limited to a ¾-mile corridor around the VTA bus routes and light rail stations. For travel outside of the service area, customers must arrange a transfer to the paratransit operator. UNIVERSAL DESIGN The policies in this Element support these and other efforts to serve transit dependent communities and also embrace the principle of universal design for mobility is to achieve roadways and sidewalks that can accommodate people of all abilities and all users, including automobiles, pedestrians, bicyclists. Examples of universal design to support people with disabilities include placing pedestrian push buttons at wheelchair level, audible pedestrian crossing systems, sidewalk curb ramps, including wider ramps for strollers, increasing pedestrian crossing times, sidewalk widths of 6 six feet or greater, roadway and sidewalk materials that reduce slipping and add stability, minimizing driveway crossings and obstructions, and avoiding steep grades and slopes. ECONOMIC DISADVANTAGE In 2012, HUD considered a household (family of four) earning $75,700 or less and living in Santa Clara County to be low-income, $52,500 or less to be very low- income, and $31,500 or less to be extremely low income. As described in the adopted Housing Element (2014-2023), approximately 21 percent of households in Palo Alto are low, very low, or extremely low income; 2 percent do not own a car.1 These households rely on transit to reach work, including evening, nighttime and weekend shifts, and to meet other daily needs. Expanding access to public transportation services in Palo Alto during off-peak hours, including the Shuttle, is one strategy that can improve accessibility and mobility. REGIONAL COLLABORATION Increasing population and traffic congestion over the past 20 years have required an increased emphasis on regional solutions to transportation issues. A regional approach is needed to avoid local solutions that simply shift the problem elsewhere or produce unintended results. Transportation facilities like Caltrain or the Bayshore 1 U.S Census Bureau, 2014 ACS 5-year estimate. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-26 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Freeway need to be managed on a regional basisly. Palo Alto is actively participating with other communities and Caltrain on Caltrain electrification, formally known as the Peninsula Corridor Electrification Project (PCEP), which will replace existing diesel trains with electric ones along the 51-mile Caltrain corridor and enable Caltrain to both increase the number of trains it runs and run longer trains. While these changes offer benefits to regional commuters, they will are also expected to increase crossing delays and congestion at rail crossings until they are grade separatedat local intersections in Palo Alto. Congestion Management Plan Palo Alto has been an active participant in tThe Santa Clara County VTA Congestion Management Program (CMP). The CMP is the primary mechanismvenue for transportation planning in the County and the conduit for most transportationand funding. Palo Alto representatives also participate on VTA advisory committees as well as leadership in numerous other Bay Area regional bodies affecting transportation, including the Metropolitan Transportation Commission (MTC), Association of Bay Area Governments (ABAG), and the Bay Area Air Quality Management District (BAAQMD), and the California Department of Transportation (Caltrans). HOV LANES High Occupancy Vehicle (HOV) lanes and express lanes are regional used as a traffic management strategiesy aimed at to reduce reducing congestion on freeways and improvinge air quality. HOV lanes are reserved at peak travel times or longer for the exclusive use of vehicles with a driver and one or more passengers; although motorcycles and some alternative fuel and transit vehicles may also use the lanes. There are about 174 miles of freeway carpool lanes in Santa Clara County, including 84 miles along US 101 between the Palo Alto and Morgan Hill. GOALS, POLICIES, AND PROGRAMS SUSTAINABLE TRANSPORTATION GOAL T-1 Create a sustainable transportation system, complemented by a mix of land uses, that emphasizes walking, bicycling, use of public transportation, and other methods to reduce greenhouse gas emissions and the use of single occupancy motor vehicles. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-27 REDUCING RELIANCE ON SINGLE-OCCUPANT VEHICLES Policy T-1.1 Take a comprehensive approach to reducing single-occupant vehicle trips by involving those who live, work and shop in Palo Alto in developing strategies that make it easier and more convenient not to drive. Policy T-1.2 Collaborate with Palo Alto employers and business owners to develop, implement and expand comprehensive programs like the Transportation Management Association (TMA) to reduce single- occupant vehicle commute trips, including through incentives. Create a long-term education program to change Program T1.2.1 the travel habits of residents, visitors, shoppers, and workers by informing them about transportation alternatives, incentives, and impacts. Work with the Palo Alto Unified School District and with other public and private interests, such as the Chamber of Commerce and Commuter Wallet partners, to develop and implement this program. Formalize the City’s Transportation Demand Program T1.2.2 Management (TDM) program requirements by establishing an ordinance standards and guidelines that outlines when TDM should be applied to new development should be required to prepare and implement a TDM Plan, whatand the performance standards. metrics are required, and how compliance will be measured and enforced. Require regular monitoring/reporting and provide for enforcement with meaningful penalties for non- compliance. The ordinance should also:  Establish a list of acceptable effective TDM measures that include transit usepromotion, prepaid transit passes, commuter checks, car sharing, carpooling, parking cash-out, bicyclingbicycle lockers and showers, shuttles to Caltrain, walking, requiring TMA membership, and education and outreach to support the use of these modes. Transportation Demand Management (TDM) The term Transportation Demand Management (TDM) encompasses a coordinated set of strategies that are designed to reduce the use of single occupancy vehicles, and thereby reduce both traffic and parking demand. TDM programs include investments in alternative transportation improvements; incentives for local employees to take transit, walk, or bike; parking management; and marketing. In Palo Alto, the Transportation Management Authority (TMA), an independent non-profit organization that works collaboratively with the City and the business community, is responsible for coordinating TDM programs. Transportation Demand Management Strategies are also referenced under Program T-5.2.3. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-28 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017  Require TMA membership and Provide a system for incorporating alternative measures as new ideas for TDM are developed.  Establish a mechanism to monitor the success of TDM measures and track the cumulative reduction of peak period motor vehicle tripsthrough the following methods:. TDM measures should achieve the following reduction in peak period motor vehicle trips, with a focus on single-occupant vehicle trips. Reductions should be based on the rates included in the Institute of Transportation Engineers’ Trip Generation Manual for the appropriate land use category: - 45 percent reduction in the Downtown district - 35 percent reduction in the California Avenue area - 30 percent reduction in the Stanford Research Park - 30 percent reduction in the El Camino Real Corridor - 20 percent reduction in other areas of the city  Establish a system that allows new development to achieve “no net new vehicle trips” by reducing trips to the site through TDM measures, and then Allow contracting between developments or organizations so that trips to/from one site can be offsetting remaining trips via by enforceable agreements with other entities or organizations like the TMA that are committed to reducing existing vehicle tripsreductions on another for a net reduction within Palo Alto.  Require new development projects to pay a Transportation Impact Fee which will be used to offset or reduce impacts to congestion citywide to the extent feasible through transit PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-29 services, shuttles, similar public services, bicycle lanes, and other capital improvements that enhance multimodal travel. Evaluate the performance of pilot programs Program T1.2.3 implemented by the Palo Alto Downtown Transportation Management Association and consider pursue expanding expansion from Downtown to California Avenue and other areas of the city as when appropriate. Site City facilities near high-capacity transit and Program T1.2.4 rReview revise existing regulations, policies, and programs to identify revisions that encourage telecommuting, satellite office concepts, and work- at-home options. REDUCING GREENHOUSE GAS EMISSIONS Policy T-1.3 Reduce GHG and pollutant emissions associated with transportation by reducing vehicle miles traveled and per-mile emissions through increasing transit options and through the use of zero-emission vehicle technologies to meet City and State goals for GHG reductions by 2030. Develop an electric vehicle promotion program that Program T1.3.1 identifies policy and technical issues, barriers and opportunities to the expansion of electric vehicles. Use low-emission vehicles for the Palo Alto Free Program T1.3.2 Shuttle and wWork with transit providers, including SamTrans and VTA, to encourage the adoption of electric, fuel cell or other zero emission vehicles. Also work with private bus and shuttle providers, delivery companies, and ride services. Policy T-1.4 Ensure that electric vehicle charging infrastructure, including infrastructure for charging e-bikes, is available citywide. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-30 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Review Update the Zoning Ordinance Code and Program T1.4.1 update as needed to ensure compatibility with the electric vehicle infrastructure ordinance requirements., including parking technology improvements such as vehicle lifts and electronic monitoring. Further encourage the installation of facilities that Program T1.4.2 support alternative fuel vehicles by pPeriodically reviewing requirements for electric and plug-in vehicle infrastructure in new construction. Consider and periodically review requirements for electric and plug-in infrastructure for remodels. Consider costs to the City, including identifying payment options. INCREASING TRANSIT USE Policy T-1.5 Improve and support Encourage innovation and expanded transit access to regional destinations, multi-modal transit stations, employment centers and commercial centers, including those within Palo Alto through the use of efficient public and/or private transit options such as rideshare services, on-demand local shuttles, and other first/last mile connections. Collaborate with transit providers, including Program T1.5.1 Caltrain, bus operators and rideshare companies, to develop first/last mile connection strategies that boost the use of transit and shuttle service for local errands and commuting. Focus on connections to/from major corridors such as East and West Bayshore Road, Alma Street, El Camino Real and Embarcadero Road. Use bike share to enhance first/last mile Program T1.5.2 connections and locate bike stations at transit hubs. Continue to work with Caltrain, Amtrak, and public bus operators to expand bicycle storage on public transit vehicles and at transit hubs during both peak and off-peak hours. [Bike share is covered in Program T1.18.4, below, which also mentions transit stations.] PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-31 Policy T-1.6 Support efforts Advocate for transit providers to coordinate train, bus, and shuttle schedules at multi-modal transit stations, and other transit information centers, to enable efficient transfer among public transit modes. Policy T-1.7 Work to ensure public and private school commute patterns are accommodated in the local transit system, including through schedule and route coordination. Policy T-1.8 Continue to encourage the provision of amenities such as seating, lighting, and signage, including real-time arrival information, at bus and shuttle stops and train stations to increase rider comfort, safety, and convenience. ENHANCING RAIL AND BUS SERVICE Policy T-1.9 Support Caltrain modernization and electrification, capacity and service enhancements and extension to Downtown San Francisco. Policy T-1.10 Support Encourage continued enhancement of the Caltrain stations as important transportation nodes for the city. Collaborate with Stanford University, VTA, Caltrain Program T1.10.1 and other agencies Stanford University, per existing agreements with the City, to explore station improvementspursue improvements to the Palo Alto Station/Transit Center area aimed at enhancing the pedestrian experience and improving, including maintenance and circulation and access improvements for all modes, including direct access to El Camino Real for transit vehicles. Program T1.10.2 Work with Caltrain to address commuter parking intrusion into surrounding neighborhoods. Prioritize solutions such as shuttle services, considering parking structures only as an option of last resort. In collaboration with Caltrain and Stanford Research Program T1.10.2 Park, pursue expansion of study the feasibility of baby bullet service to the California Avenue Caltrain Station ,and creation of an enhanced transit center at the Station, including connections to VTA bus PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-32 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 service, the Palo Alto Free Shuttle, the Marguerite, and other private shuttles serving the Research Park. supplemented by connections from the station to the Stanford Research Park, as a way to incentivize use of transit by employees commuting to jobs in the Research Park. Baby bullet trains stopping at California Avenue should complement baby bullets stopping at Palo Alto Station., and be connected to shuttle routes and other first-mile/last- mile solutions. Policy T-1.11 Collaborate with transit agencies in planning and implementing convenient, efficient, coordinated and effective bus service in Palo Alto that addresses the needs of all segments of our population. Strongly recommend that VTA maintain existing Program T1.11.1 service and coverage levels in Palo Alto. Work with VTA to explore expand VTA express bus Program T1.11.2 service routes that would to serve the Stanford Research Park, California Avenue, Stanford University, and Downtown. Study the feasibility of, and if warranted provide, Program T1.11.3 traffic signal prioritization for buses at Palo Alto intersections, focusing first on regional transit routes. Also, advocate for bus service improvements on El Camino Real such as queue jump lanes and curbside platforms. SHUTTLE SERVICE, RIDESHARING AND FIRST/LAST MILE CONNECTIONS Policy T-1.12 Encourage services that complement and enhance the transportation options available to help Palo Alto residents and employees make first/last mile connections and travel within the city for daily needs without using a single occupancy vehicle, including shuttle, taxi and ridesharing services. Investigate a pilot program to subsidize a taxi, Program T1.12.1 rideshare, or transit program for Palo Altans to get to/from dDowntown, including offering education and incentives to encourage users. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-33 Policy T-1.13 Continue the Palo Alto Free Shuttle Program and work with partners to enhance service by increasing frequency and prioritizing destinations of value to the community, including health centers, parks, schools, senior centers, and shopping areas and other places where residents gather. Evaluate theConduct a comprehensive study of the Program T1.13.1 shuttle system periodically in collaboration with community members, people with special needs, and PAUSD to:  Evaluate current routes and ridership;  Identify potential service improvements, including new or modified routes; expanded schedules that accommodate daytime, evening, and weekend demand; facilitating transit connections, and improvements to the safety and appearance of shuttle stops;  Explore partnerships with other services that could complement and supplement the Palo Alto Shuttle;  Develop clear and engaging materials to explain and promote shuttle use with the purpose of reducing barriers to use; and  Establish a schedule for regular evaluation and reporting to optimize shuttle system use and effectiveness. Policy T-1.14 Encourage employers to develop shared shuttle services to connect employment areas with the multi-modal transit stations and City amenities, and to offer employees education and information on how to use shuttles. BICYCLING AND WALKING Policy T-1.15 Promote bicycle use as an alternative way to get to work, school, shopping, recreational facilities and transit stops. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-34 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Allocate funding for Continue regular surveys of Program T1.15.1 bicycle use across the city, by collecting bicycle counts on important and potential bicycle corridors. Consider marketing strategies, such as a recurring Program T1.15.2 Palo Alto Sunday Open Streets program of events, potentially in coordination with local business groups, which would include street closures and programming. Encourage private schools within the community to Program T1.15.3 develop Walk and Roll Maps as part of Transportation Demand Management strategies to reduce vehicle trips. Support Participate in local and regional Program T1.15.4 encouragement events such as Palo Alto Walks & and Rolls, Bike to Work Day, and Bike Palo Alto! that encourage a culture of bicycling and walking as alternatives to single occupant vehicle trips. Policy T-1.16 Require new office, commercial, and multi-family residential developments to provide improvements that improve bicycle and pedestrian connectivity as called for in the 2012 Bicycle + Pedestrian Transportation Plan. Policy T-1.17 Increase cooperation with surrounding communities and other agencies to establish and maintain off-roadway bicycle and pedestrian paths and trails that are integrated with creek, utility, railroad rights-of- way and green spaces in a manner that helps enhance and define the community and avoids environmental impacts. Policy T-1.18 Provide facilities that encourage and support bicycling and walking. Adjust the street evaluation criteria of the City's Program T1.18.1 Pavement Management Program to ensure that areas of the road used by bicyclists are maintained at the same standards as, or at standards higher than, areas used by motor vehicles. Include bicycle and e-bike detection in intersection upgrades. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-35 Prioritize investments for enhanced pedestrian Program T1.18.2 access and bicycle use within Palo Alto and to/from surrounding communities, including by incorporating improvements from related City plans, for example the 2012 Bicycle + Pedestrian Transportation Plan and the Parks, Trails & Open Space Master Plan, as amended, into the cCapital Iimprovements planProgram. Increase the number of east-west pedestrian and Program T1.18.3 bicycle crossings along across Alma Street and the Caltrain corridor, particularly south of Oregon Expressway. Encourage the use of bike sharing, and support the Program T1.18.4 provision of bike share stationsrequired infrastructure throughout Palo Alto, especially at adjacent to transit stations and stops, job centers, community centers, and other destinations. Improve amenities such as seating, lighting, bicycle Program T1.18.5 parking, street trees, public art, and interpretive stations along bicycle and pedestrian paths and in City parks to encourage walking and cycling and enhance the feeling of safety. Policy T-1.19 Regularly maintain off-roadway bicycle and pedestrian paths, including sweeping, weed abatement, and surface maintenance. Program T1.19.1 Develop cooperative programs with the City and businesses that promote good community stewardship by keeping sidewalks clean in the University Avenue/Downtown and California Avenue business districts, and other centers. [Redundant with Land Use Program L-4.3.3 [L74] regarding business improvement districts and maintenance/beautification of commercial centers.] Policy T-1.20 Maintain pedestrian- and bicycle-only use of alleyways Downtown and in the California Avenue area where appropriate . to provide connectivity between businesses and parking and transit stops, and consider public art in the alleyways as a way to encourage walking. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-36 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 MONITORING PROGRESS Policy T-1.21 Continue to measure the effectiveness of the City’s transportation network to make better decisions on transportation issues. Collect, analyze and report transportation data Program T1.21.1 through surveys and other methods, to evaluate implementation of related ongoing policies on a regular basis. Also Ttrack progress on build-out of the 2012 Bicycle + Pedestrian Transportation Plan network. Policy T-1.22 Monitor VMT per capita and citywide greenhouse gas (GHG) emissions from mobile sources as a measure of progress toward sustainability goalsthe City’s goal of reducing GHG 80% below 1990 levels by 2030. Policy T-1.23 Monitor and publicly report on the level of service at critical intersections (as shown on Map T-5) on a regular basis and consider additional intersections to add to this list to monitor the effectiveness of the City's growth management policies. Also monitor multi-modal level of service for arterials and residential arterials. FUNDING IMPROVEMENTS Policy T-1.24 Evaluate transportation funding measures periodically for ongoing transportation improvements that will help mitigate the impacts of future development and protect residents’ quality of life. When other sources are unavailable, continue to fund improvements, operations and maintenance through the general fund. As part of the effort to reduce traffic congestion, Program T1.24.1 regularly evaluate the City’s current Transportation Impact Fee and modify as needed to implement transportation projects, and consider new fees that new development projects must pay to the City for use in reducing motor vehicleroadway trips congestion impacts to the extent feasible through the provision of transit services, shuttles, carpool/rideshare incentives, bicycle lanes, and similar programs and capital improvements. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-37 Policy T-1.25 Collaborate with adjacent communities to ensure that Palo Alto and its immediate neighbors receive their fair share of regional transportation funds, proportional to the need and demand for transportation improvements within these communities to address region-wide transportation issues. In collaboration with regional agencies and Program T1.25.1 neighboring jurisdictions, identify and pursue funding for rail corridor improvements and grade separation. Policy T-1.26 Collaborate with public interest groups as well as federal, State, and local governments to study and advocate for transportation regulatory changes, such as an increase in the gasoline tax. TRAFFIC DELAY AND CONGESTION GOAL T-2 Decrease delay, congestion, and vehicle miles travelled with a priority on our worst intersections and our peak commute times, including school traffic. Policy T-2.1 Working with congestion management authorities including the Valley Transportation Authority (VTA) and the City/County Association of Governments of San Mateo County (C/CAG), implement traffic management strategies and technologies, such as signal coordination, centralized traffic control, red-light, and speed enforcement cameras, and real-time travel information, to reduce traffic congestion in and around Palo Alto. Implement computerized traffic management Program T2.1.1 systems to improve traffic flow when feasible. Implement a program to monitor, coordinate, and Program T2.1.2 optimize traffic signal timing a minimum of every five two years along arterial and residential arterial streets. Policy T-2.2 As part of the effort to reduce traffic congestion, seek ongoing funding and engage employers to operate and expand support the establishment and operation of Transportation Management Associations (TMAs) to address transportation and parking issues as appropriate in the City’s employment districts. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-38 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Work in partnership with the Downtown Palo Alto Program T2.2.1 TMA and Stanford University to aggregate data and realize measurable reductions in single-occupant vehicle commuting to and from Downtown and in the Stanford Research Park. Policy T-2.3 Use vehicular motor vehicle lLevel of sService (LOS) at signalized intersections to evaluate the potential impact of proposed projects, including contributions to cumulative congestion. Use signal warrants and other metrics to evaluate impacts at unsignalized intersections., when evaluating development applications. When adopting new CEQA significance thresholds Program T2.3.1 for compliance with SB 743 (2013), also adopt desired standards for Regularly update multi-modal levels of service (MMLOS), which includes motor vehicle LOS, at signalized intersections for use in evaluating the consistency of a proposed project with the Comprehensive Plan.regulations Policy T-2.4 Consistent with the principles of Complete Streets adopted by the City, work to achieve and maintain acceptable levels of service for transit vehicles, bicyclists, pedestrians and automobiles on roads in Palo Alto. Program T2.4.1 Establish and maintain thresholds for acceptable multi-modal levels of service for intersections in Palo Alto. [Merged into Program T2.3.1 on MMLOS, above.] Revise protocols for reviewing office, commercial, Program T2.4.1 and multi-family residential development proposals to evaluate multi-modal level of service and identify gaps in the low stress bicycle and pedestrian network. for transit vehicles, bicyclists, and pedestrians. SCHOOLS AND CHILDCARE FACILITY CONGESTION Policy T-2.5 Encourage the location of childcare facilities near major employment hubs to reduce traffic congestion associated with child pick-up and drop-off. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-39 Policy T-2.6 Work with PAUSD to ensure that decisions regarding school assignments are analyzed to reduce peak period motor vehicle trips to and from school sites. Policy T-2.7 Work with the PAUSD to resolve traffic congestion issues associated with student drop-off and pick-up. Address pedestrian and bicycle access, circulation, and related issues such as coordinating bell schedules on City rights-of-way adjacent to schools and on PAUSD property. STREETS GOAL T-3 Maintain an efficient roadway network for all users. EFFICIENT CIRCULATION Policy T-3.1 Maintain a hierarchy of streets that includes freeways, expressways, arterials, residential arterials, collector streets, and local streets, balancing the needs of all users in a safe and appropriate manner. Program T3.1.1 Identify desired routes for transit, cycling and regional traffic as well as priorities for study and investments. [Redundant with other policies and programs. See Programs T1.11.1, T1.11.2, and T1.5.1 stating the City’s desires on transit routes. Cycling routes are established in the adopted 2012 BPTP, and traffic calming programs and policies address desired routes for regional traffic.] Policy T-3.2 Enhance connections to, from and between parks, community centers, recreation facilities, libraries and schools for all users. Policy T-3.3 Avoid major increases in single occupant vehicle street capacity when constructing or modifying roadways unless needed to remedy severe congestion or critical neighborhood traffic problems. Where capacity is increased, balance the needs of motor vehicles with those of pedestrians and bicyclists. Policy T-3.4 Regulate truck movements and large commercial buses in a manner that balances the efficient movement of trucks and buses while preserving the residential character of Palo Alto's street system. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-40 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Program T3.4.1 Evaluate the feasibility of changes to Palo Alto’s through truck routes and weight limits to consider such issues as relationship to neighboring jurisdictions, lower weight limits, increased number of routes, and economic and environmental impacts. STREET DESIGN AND MODIFICATION PROJECTS Policy T-3.5 When constructing or modifying roadways, plan for use of the roadway space by all users. Update the comprehensive roadway design Program T3.5.1 standards and criteria to be Continue to use best practices in roadway design that are consistent with cComplete sStreets principles best practices and the Urban Forest Master Plan, focusing on bicycle and pedestrian safety and multi-modal uses. Consider opportunities to incorporate best practices from the National Association of City Transportation Officials guidelines for urban streets and bikeways, tailored to the Palo Alto context. Establish procedures for considering the effects of Program T3.5.2 street design on emergency vehicle response time. Policy T-3.6 Consider pedestrians, and bicyclists, e-bikes, and motorcycles when designing road surfaces, curbs, crossings, signage, landscaping, and sight lines. Policy T-3.7 Encourage pedestrian-friendly design features such as sidewalks, street trees, on-street parking, gathering spaces, gardens, outdoor furniture, art, and interesting architectural details. Program T3.7.1 Conduct a study of Palo Alto roadways to identify needed pedestrian improvements, including on El Camino Real, Alma Street and other locations. Policy T-3.8 Add planting pockets with street trees to increase the tree canopy, provide shade, calm traffic and enhance the pedestrian realm. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-41 Policy T-3.9 Identify and establish performance measures for the road network in Palo Alto to support city-wide sustainability efforts, includinSupport city-wide sustainability efforts by preserving and enhancing g the treestreet canopy where feasible within the public right of way, consistent with the Urban Forest Management Plan, as amended. Policy T-3.10 Participate in the design and implementation of comprehensive solutions to traffic problems near Stanford Shopping Center and Stanford Medical Center. Support increased public transit, traffic Program T3.10.1 management and parking solutions to ensure safe, convenient access to and from the Stanford Shopping Center/ Medical Center area. Implement and monitor Development Agreement Program T3.10.2 traffic mitigations at Stanford Medical Center. Provide safe, convenient pedestrian, bicycle, and Program T3.10.3 transit connections between the Stanford Shopping Center/Medical Center areas and housing along the Sand Hill Road/Quarry Road corridors to Palo Alto StationTransit Center, Downtown Palo Alto, and other primary destinations. Study Pursue extension of Quarry Road for transit, Program T3.10.4 pedestrians and bicyclists to access the Palo Alto Station Transit Center from El Camino Real. Also study the feasibility of another pedestrian and bicycle Caltrain underpass of Caltrain at Everett Street. Policy T-3.11 Consider the objectives of the Grand Boulevard Initiative and the South El Camino Boulevard Design Guidelines when designing roadway and pedestrian improvements along El Camino Real. Pursue wide sidewalks, pedestrian friendly building design, and planting pockets with street trees. [Last sentence deleted for consistency with January 30 Council motion on a similar Land Use Element policy.] Policy T-3.11Policy T-3.12 Coordinate roadway improvements with other transportation and utility infrastructure improvements such as sewer and water. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-42 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Policy T-3.12Policy T-3.13 Work with Caltrans, Santa Clara County and VTA to improve east and west connections in Palo Alto and maintain a circulation network that binds the city together in all directions. Policy T-3.13Policy T-3.14 Continue to prioritize the safety of school children in street modification projects that affect school travel routes, including during construction. RAIL CORRIDOR Policy T-3.14Policy T-3.15 Pursue grade separation of rail crossings along the rail corridor as a City priority, including a below-grade alignment between San Antonio and the Oregon Expressway for both high speed rail and Caltrain. Undertake studies and Program T3.14.1Program T3.15.1 outreach necessary to advance grade separation of Caltrain to become a “shovel ready” project and strongly advocate for adequate State, regional, and federal funding for design and construction of railroad grade separations. Conduct a study to evaluate Program T3.14.2Program T3.15.2 the implications of grade separation on bicycle and pedestrian circulation. Policy T-3.15Policy T-3.16 Keep all four existing at-grade rail crossings open to motor vehicles, pedestrians, and bicyclist, consistent with results of a focused circulation study and a context sensitive alternatives analysis. vehicular traffic. Policy T-3.16Policy T-3.17 Until grade separation is completed, improve existing at-grade rail crossings to ensure the highest feasible level of safety along the corridor and provide additional safe, convenient crossings. Complete Commission a Palo Program T3.16.1Program T3.17.1 Alto Avenuen Alma Street crossing study to identify potential near-term safety and accessibility opportunities to improvements., including implementation of a “quiet zone.” [Quiet zones are addressed in the Noise section of the Natural Environment Element. See Program N6.12.2.] PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-43 Work with Caltrain to ensure Program T3.16.2Program T3.17.2 that the rail tracks are safe and secure with adequate fencing and barriers. Incorporate neighborhood input in planning and implementation of crossing improvements. Policy T-3.18 Improve safety and minimize adverse noise, vibrations and visual impacts of operations in the Caltrain rail corridor on adjoining districts, public facilities, schools and neighborhoods with or without the addition of High Speed Rail. NEIGHBORHOOD IMPACTS GOAL T-4 Protect local neighborhood streets that contribute to neighborhood support residential character and provide a range of local transportation options. Policy T-4.1 Keep all neighborhood streets open as a general rule. Policy T-4.2 Implement Continue to construct traffic calming measures to slow traffic on local and collector residential streets, and prioritize traffic calming measures for safety over congestion management. Identify specific improvements that can be used to Program T4.2.1 discourage drivers from using local, neighborhood streets to bypass traffic congestion on arterials. Periodically review evaluate residential areas for Program T4.2.2 traffic impacts, and use the results of that review evaluation to prioritize traffic calming measures. Policy T-4.3 Maintain the following roadways as residential arterials, treated with landscaping, medians, and other visual improvements to distinguish them as residential streets, in order to improve safety:  Middlefield Road (between San Francisquito Creek and San Antonio Road)  University Avenue (between San Francisquito Creek and Middlefield Road)  Embarcadero Road (between Alma Street and West Bayshore Road) PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-44 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017  East and West Charleston Road/Arastradero Roads (between Miranda Avenue and Fabian Way). Use landscaping and other improvements to Program T4.3.1 establish clear “gateways” at the points where the Oregon Expressway, University Avenue and Embarcadero Road transition from freeways to neighborhoods. Policy T-4.4 Minimize the danger of increased commercial ingress/egress adjacent to major intersections, and noticeable increases in traffic from new development in residential neighborhoods, through traffic mitigation measures. Policy T-4.5 Require project proponents to eEmploy the Traffic Impact on Residential Environments (TIRE) analysis methodology to measure potential street impacts from proposed new development of all types in residential neighborhoods. Policy T-4.6 Require new residential development projects to implement best practices for street design, stormwater management and green infrastructure. MOTOR VEHICLE AND BICYCLE PARKING GOAL T-5 Encourage attractive, convenient, efficient and innovative parking solutions for all users. MANAGING PARKING SUPPLY Policy T-5.1 All new development projects should meet parking demand generated by the project, without the use of on-street parking, consistent with the established parking regulations. As demonstrated parking demand decreases over time, parking requirements for new construction should decrease. For each commercial center and employment Program T5.1.1 district in Palo Alto, conduct a parking needs assessment in consultation with business owners, employers and local residents to establish a baseline for parking need. Evaluate the need to update parking standards in the municipal code, PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-45 based on local conditions, different users’ needs and baseline parking need. Allow the use of parking lifts for Office/R&D and multi-family housing as appropriate. Consider reducing parking requirements for retail Program T5.1.2 and restaurant uses as a way to encourage new businesses and the use of alternative modes.In parallel with each parking needs assessment, establish performance standards which represent the conditions that must be met before parking requirements for new development can be reduced. In establishing performance standards, consider metrics such as vehicle trips, transit frequency, transit capacity and bicycle parking. Work with stakeholders in each commercial center Program T5.1.3 and employment district to monitor conditions and determine the appropriate timing for revisions to parking requirements. Study the feasibility of unbundled parking for office, Program T5.1.4 commercial, and multi-family residential developments (including senior housing developments) that are well-served by transit and demonstrated walking and biking connections, including senior housing developments. Policy T-5.2 Continue to implement a comprehensive program of parking supply and demand management strategies citywide to optimize the use of existing parking spaces. Use technology to help identify parking availability Program T5.2.1 and make it easy to pay any parking fees. Program T5.2.2 In the Downtown, work with the TMA to , implement pilot projects to that test the effectiveness of strategies for such as employees, such as transportation programs, including reduced cost transit passes and ridesharing programs. Review pilot project results and consider expanding to other areas of the city, such as California Avenue. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-46 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 [Almost identical to Program T-1.2.3, above, which addresses evaluating and expanding TMA pilot programs.] Consider applying a Study and implement pricing Program T5.2.2 strategiesy to address for public parking in commercial districts, taking into consideration both employee parking demand and the needs of retailers and customers. Use pricing to encourage short term parking on street, long term parking in parking garages, and the use of alternative modes of transportation. shortages citywide that is flexible in response to demand and supply. Conduct a feasibility study that considers the potential impact of a pricing strategy for retail and commercial areas, and potential benefits for TDM. Implement Council-adopted recommendations Program T5.2.3 from the parking management study for the Downtown area, which included address the feasibility of removing color-coded parking zones, and dynamic pricing and management policies to prioritize short-term parking spaces closest to the commercial core for customers, garage parking for employees, and neighborhood parking for residents. Policy T-5.3 Work with merchants to when designatinge dedicated employee (long term) parking areas in public parking lots and garages. Policy T-5.4 Encourage shared parking where complementary demand timing is demonstrated in order to optimize parking spaces in commercial centers and employment districts. Explore incentives to encourage privately initiated Program T5.4.1 shared parking among individual property owners when developments have excess parking that can be available for other businesses to use. Policy T-5.5 Minimize the need for employees to park in and adjacent to commercial centers, employment districts and schools. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-47 PARKING INFRASTRUCTURE AND DESIGN Policy T-5.6 Strongly encourage the use of below-grade or structured parking instead of surface parking for new developments of all types while minimizing negative impacts including groundwater and landscaping where feasible. Policy T-5.7 Require new or redesigned parking lots to optimize pedestrian and bicycle safety. [L165] [Moved from Land Use Element May 1 Council Draft.] Policy T-5.8 Promote vehicle parking areas designed to reduce stormwater runoff, increase compatibility with street trees and add visual interest to streets and other public locations. Encourage the use of photovoltaic panel or tree canopies in parking lots or on top of parking structures to provide cover, consistent with the Urban Forest Master Plan. Study the feasibility of retrofitting City-owned Program T5.8.1 surface parking lots to implement best management practices for stormwater management and urban heat island mitigation, including green infrastructure, permeable pavement and reflective surfaces. Identify incentives to encourage the retrofit of Program T5.8.2 privately owned surface parking areas to incorporate best management practices for stormwater management and urban heat island mitigation as well as incentives for the provision of publicly accessible bicycle parking in privately owned lots. Update City requirements regarding trees and other Program T5.8.3 landscaping that capture and filter stormwater within surface parking lots to take advantage of new technology. [L178] [Moved from Land Use Element May 1 Council Draft.] Policy T-5.9 Promote safety for pedestrians in City-owned parking lots by adopting standards for landscaping, signage, walkways and lighting that reduce crime and ensure a safe and orderly flow of traffic. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-48 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Policy T-5.10 Encourage the use of adaptive design strategies in new parking facilities in order to facilitate reuse in the future if and when conditions warrant. RESIDENTIAL PARKING Policy T-5.11 Protect residential areas from parking impacts of nearby businesses. In residential neighborhoods, work with neighborhood associations to prioritize residential street parking and minimize spill over parking from commercial centers and employment districts. Coordinate with neighborhood groups to evaluate Program T5.11.1 the need for a residential parking permit program in areas outside Downtown Palo Alto and College Terrace without existing programs. BICYCLE PARKING Policy T-5.12 To promote bicycle use, increase the number of safe, attractive and well-designed bicycle parking spaces available in the city, including spots for bicycle trailers, prioritizing heavily travelled areas such as commercial and retail centers, employment districts, recreational/cultural facilities, multi-modal transit facilities and ride share stops for bicycle parking infrastructure. Work with private sector partners, including Program T5.12.1 employers, merchants, schools, and community service providers, to identify ways to incentivize the provisionprovide more of bicycle parking, including e-bike parking with charging stations, near existing shops, services and places of employment. Consider installing Install secure electronic bike Program T5.12.2 lockers such as the BikeLink system, at high theft locations, including transit stations and parking garages. Assess the need to provide additional bicycle Program T5.12.3 parking in City-owned parking lots and rights-of- way. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-49 ROAD SAFETY GOAL T-6 Provide a safe environment for motorists, pedestrians, and bicyclists on Palo Alto streets. Policy T-6.1 Continue to make safety the first priority of citywide transportation planning. Prioritize pedestrian, bicycle, and automobile safety over motor vehicle level-of-service at intersections and motor vehicle parking. Follow the principles of the safe routes to schools Program T6.1.1 program to implement traffic safety measures that focus on Safe Routes to work, shopping, downtown, community services, parks, and schools. Develop, distribute and aggressively promote maps Program T6.1.2 and apps showing of safe routes to work, shopping, community services, parks and schools within Palo Alto in collaboration with stakeholders, including PAUSD, major employers, TMAs, local businesses and community organizations. Address pedestrian safety along Alma Street Program T6.1.3 between University Avenue Embarcadero Road and Lytton Street. Address pedestrian safety on shared-use paths Program T6.1.4 through the use of signs, pavement markings, and outreach to users, encouraging them to be safe and courteous. bicycle and pedestrian trails. Policy T-6.2 Pursue the goal of zero severe injuries and roadway fatalities oin Palo Alto city streets within 10 years. Regularly collect severity and location data on Program T6.2.1 roadway collisions for all modes of travel, including fatalities and severe injuries, and use this data to make roadway design decisions. In collaboration with Santa Clara County, develop an up-to-date, public database for this information. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-50 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Policy T-6.3 Continue to work with Caltrain to increase safety at train crossings, including improving gate technology, and signal coordination. Policy T-6.4 Continue the Safe Routes to School partnership with PAUSD and the Palo Alto Council of PTAs. Periodically update Consider the Adopted School Program T6.4.1 Commute Corridors Network and adopted “Walk and Roll” maps when reviewing development applications and to include updated school commute routes. Ensure these routes are prioritized for safety improvements and considered in making land use and transportation planning decisions. Incorporate these requirements into City code when feasible. Establish standards and procedures for maintaining Program T6.4.2 safe bicycling routes, including signage for warnings and detours during construction projects. In collaboration with PAUSD, pProvide adult Program T6.4.3 crossing guards at school crossings that meet adopted criteriaestablished warrants. Policy T-6.5 Support PAUSD adoption of standard Safe Routes to School policies and regulations that address the five E’s of education, encouragement, enforcement, engineering, and evaluation. Policy T-6.6 Use engineering, enforcement, and educational tools to improve traffic safety on City roadways. Periodically evaluate safety on roadways and at Program T6.6.1 intersections and enhance conditions through the use of signal technology and physical changes. Consider the construction of traffic circles for improved intersection safety. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-51 Continue to provide educational programs for Program T6.6.2 children and adults, in partnership with community- based educational organizations, to promote the safe use of bicycles, including the City-sponsored bicycle education programs in the public schools and the bicycle traffic school program for juveniles. Work with PAUSD and employers to promote Program T6.6.3 roadway safety for all users, including motorized alternatives to cars and bikes such as mopeds and e-bikes, through educational programs for children and adults. Complete a mobility and safety study for downtown Program T6.6.4 Palo Alto, looking at ways to improve circulation and safety for all modes. Identify and construct implement safety Program T6.6.5 improvements for pedestrian underpasses, including on Embarcadero Road. Improve pedestrian crossings by creating protected Program T6.6.6 areas and better pedestrian and traffic visibility. Use a toolbox including bulb outs, small curb radii, high visibility crosswalks, and landscaping. Program T6.6.7 Establish standards and procedures with Utilities and Public Works to maintain safe bicycling routes and adequately and safely sign warnings and detours during construction projects. [Duplicate of Program T6.4.2, above.] Establish a program to educate residents to keep Program T6.6.7 sidewalks clear of parked cars, especially on narrow local streets in neighborhoods with rolled curbs. Survey for compliance annually. Policy T-6.7 Use appropriate technology to monitor and improve circulation safety throughout the City. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-52 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Evaluate the performance of safety improvements Program T6.7.1 and identify methods to encourage alternative transportation modes. Policy T-6.8 Vigorously and consistently enforce speed limits and other traffic laws, including for both motor vehicle and bicycle traffic. TRANSIT- – DEPENDENT COMMUNITY GOAL T-7 Provide mobility options that allow people who are transit dependent to reach their destinations. Policy T-7.1 Support mobility options for all groups in Palo Alto who require transit for their transportation. Expand transportation opportunities for transit-Program T7.1.1 dependent riders by supporting a variety of methods, such as by funding discounts for taxi fares, rideshare services, and transit, by coordinating transit systems to be shared by multiple senior housing developments, and by maintaining supporting a volunteer program to expand the supply of drivers, creating a database of volunteer drivers, and other transit options. Coordinate with social service agencies and transit Program T7.1.2 agencies to fill gaps in existing transportation routes and services accessible to transit-dependent riders no matter their means and design new bus routes that enable them to access those services. Pursue expanded evening and night time bus Program T7.1.3 service to enhance mobility for all users during off- peak times. Policy T-7.2 Utilize the principles of Universal Design, and local and State design standards, to guide the planning and implementation of transportation and parking improvement projects to ensure the needs of community members with limited mobility, including some seniors and people with disabilities, are addressed. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-53 Policy T-7.3 Continue to partner with transit providers, including VTA, to support demand-responsive paratransit service for eligible participants in Palo Alto and maintain existing paratransit services, particularly where bus service is discontinued. Emphasize service quality and timeliness when contracting for paratransit services. Policy T-7.4 Collaborate with transit and shuttle providers including VTA, AC Transit, SamTrans, Stanford Marguerite Shuttle, Palo Alto Free Shuttle, Dumbarton Express Bus Service and Caltrain in the provision of service that is accessible to seniors and people with disabilities. Policy T-7.5 Support transit providers in implementing or continuing reduced fare or no fare voucher systems for selected populations, including seniors and people with disabilities. Policy T-7.6 Encourage transit service providers to provide subsidized transit passes for low income riders and other transit-dependent communities. REGIONAL COLLABORATION AND COORDINATION GOAL T-8 Influence the shape and implementation of regional transportation policies and technologies to reduce traffic congestion and greenhouse gas emissions. Policy T-8.1 Engage in regional transportation planning and advocate for specific transit improvements and investments, such as Caltrain service enhancements and grade separations, Dumbarton Express service, enhanced bus service on El Camino Real with queue jumping and curbside platforms, HOV/HOT lanes, and additional VTA bus service. Policy T-8.2 Participate in regional planning initiatives for the rail corridor and provide a strong guiding voice. Policy T-8.3 Collaborate effectively with and engage in regional partnerships and solutions with a range of stakeholders, including regional agencies, neighboring jurisdictions and major employers, on issues of regional importance such as traffic congestion, reduced reliance on single- occupant vehicles, and sustainable transportation. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-54 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Continue to participate in regional efforts to Program T8.3.1 develop technological solutions that make alternatives to the automobile more convenient and thereby contribute to reducing congestion. Policy T-8.4 Coordinate with local, regional agencies, and Caltrans to support regional efforts to maintain and improve transportation infrastructure in Palo Alto, including the Multi-Modal Transit Center. Policy T-8.5 Support the efforts of the Metropolitan Transportation Commission (MTC) to coordinate transportation planning and services for the Mid- Peninsula and the Bay Area that emphasize alternatives to the automobile. Encourage MTC to base its Regional Transportation Plan (RTP) on compact land use development assumptions. Policy T-8.6 Support Advocate for efforts by Caltrans and the Valley Transportation Authority to reduce congestion and improve traffic flow on area existing freeway facilities consistent with Statewide GHG emissions reduction initiatives. Support Advocate for provision of a new Program T8.6.1 southbound entrance ramp to Highway 101 from San Antonio Road, in conjunction with the closure of the southbound Charleston Road on-ramp at the Rengstorff Avenue interchange in Mountain View. Encourage Advocate for VTA to improved Program T8.6.2 connectivity to transit to serve workers who live in the South Bay and work in Palo Alto. Policy T-8.7 Support the application of emerging freeway information, monitoring, and control systems that provide non-intrusive driver assistance and reduce congestion. Policy T-8.8 Where appropriate, support the conversion of existing traffic lanes to exclusive bus and high-occupancy vehicle (HOV) lanes or Express/HOT lanes on freeways and expressways, including the Dumbarton Bridge, and the continuation of an HOV lane from Redwood City to San Francisco. Policy T-8.9 Support State and federal legislation to reduce motor vehicle emissions, noise, and fuel consumption. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-55 Policy T-8.10 Support plans for intra-county and transbay transit systems that link Palo Alto to the rest of Santa Clara County and adjoining counties. Ensure that these systems and enhancements do not adversely impact the bay. Work with regional transportation providers, Program T8.10.1 including BART and Caltrain, to improve connections between Palo Alto and the San Francisco International Airport and Norman Y. Mineta San Jose International Airport. Policy T-8.11 Support regional plans to complete development of the Bay Trail and Bay-to-Ridge Trail. Policy T-8.12 Support the development of the Santa Clara County Countywide Bicycle System, and other regional bicycle plans. Identify and improve bicycle connections to/from Program T8.12.1 neighboring communities in Santa Clara and San Mateo counties to support local trips that cross city boundaries. Also advocate for reducing barriers to bicycling and walking at freeway interchanges, expressway intersections, and railroad grad crossings. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-56 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 LAND USE AND COMMUNITY DESIGN LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-1 3 This revised Council draft element reflects revisions in response to Council direction received on January 30, 2017, including revisions to improve the organization of the Element and eliminate redundancies. INTRODUCTION The Land Use and Community Design Element sets the foundation for future preservation, growth, and change in Palo Alto and serves as the blueprint for the development of public and private property in the city. It includes policies and programs intended to balance natural resources with future community needs in a way that makes optimal use of available land, to create attractive buildings and public spaces that reinforce Palo Alto’s sense of place and community, to preserve and enhance quality of life and services in Palo Alto neighborhoods and districts, and to maintain Palo Alto's role in the success of the surrounding region. This Element meets the State-mandated requirements for a Land Use Element. It defines categories for the location and type of public and privates uses of land under the City's jurisdiction; it recommends standards for population density and building intensity on land covered by the Comprehensive Plan; and it includes a Land Use Map (Map L-6) and Goals, Policies, and Programs to guide land use distribution in the city. By satisfying these requirements, the Land Use and Community Design Element lays out the basic guidelines and standards upon which all of the other Comprehensive Plan elements rely and build. Other elements of the Plan correspond with the land use categories and policy direction contained in this Element, while providing more specialized guidance focused on particular topics, such as transportation or conservation. VISION: Palo Alto’s land use decisions shall balance our future growth needs with the preservation of our neighborhoods, address climate protection priorities through sustainable development near neighborhood services, and enhance the quality of life of all neighborhoods. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-2 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 CONNECTIONS TO OTHER ELEMENTS The Land Use and Community Design Element is replete with direct connections to all of the other elements of the Comprehensive Plan. Its guidance for land uses is strongly linked to the Housing Element’s prescriptions for residential development, even though the Housing Element is cyclically updated on a separate State- mandated timetable. The inextricable tie between land use and transportation is clearly apparent both in this Element and the Transportation Element, as the co- location of land uses significantly affects the ability of transit, walking, and biking to replace vehicle travel, in addition to capitalizing on the presence of rail service in Palo Alto. The success of programs in the Natural and Urban Environment and Safety Element is largely dependent on land uses decisions that protect the environment as well as people and property. The Land Use Element dovetails with both the quality of life initiatives in the Community Services and Facilities Element, and the prosperity objectives of the Business and Economics Element. PLANNING CONTEXT NATURAL ENVIRONMENT With a backdrop sweeping from forested hills to the Bay, Palo Alto is framed by natural beauty. Views of the foothills contribute a sense of enclosure and a reminder of the close proximity of open space and nature. Views of the baylands provide a strong connection to the marine environment and the East Bay hills. Together with the city’s marshland, salt ponds, sloughs, creeks, and riparian corridors, these natural resources, clearly visible in the aerial photograph in Map L-1, are a major defining feature of Palo Alto’s character. Preserving the city’s attractive and valuable natural features is important for a number of reasons. Ecologically, these areas provide key habitat for wildlife, create a buffer from developed areas, and act as a natural filtration system for storm water runoff. For the community, they represent an important facet of the look and feel of Palo Alto, contributing to a sense of place both through direct public access to natural areas and the views that establish Palo Alto’s local scenic routes. Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Sunnyvale Atherton Redwood City OregonExpressway Embar cader o R oad ElCa mino Real PageMillRoad UniversityAvenue Lo u i s R o a d ChanningAvenue Stanford Lands AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet §¨¦280 Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community MA P L- 1 P A L O A L T O A E R I A L V I E W P A L O A L T O C O M P R E H E N S I V E P L A N L A N D U S E 0 1 2 Miles Source: City of Palo Alto, 2013; ESRI, 2016; PlaceWorks, 2016. Railroads City Boundary Sphere of Influence PALO ALTO PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-4 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 REGIONAL PLANNING Palo Alto cooperates with numerous regional partners on a range of issues of common interest. Regional planning partners include the California Department of Transportation (Caltrans) and other State agencies, Metropolitan Transportation Commission and Association of Bay Area Governments, Santa Clara Valley Transportation Authority, San Mateo County Transit District, Santa Clara County, San Mateo County, and neighboring cities. The City of Palo Alto works together with the cities of East Palo Alto and Menlo Park on a variety of shared programs relating to economic development, social services, education, public safety, and housing. Palo Alto also works with Mountain View, Los Altos, and Los Altos Hills on joint ventures such as fire protection and water quality control. In addition, Palo Alto elected officials and staff participate in numerous countywide and regional planning efforts, including via both advisory and decision-making boards and commissions. Palo Alto also maintains a strong relationship with Stanford University. Although the campus lies outside of the city limits, as shown in Map L-2, important Stanford- owned lands are within Palo Alto, including Stanford Shopping Center, Stanford Research Park, and the Stanford University Medical Center. The City, Santa Clara County, and Stanford maintain an inter-jurisdictional agreement regarding development on unincorporated Stanford lands and collaborate on selected land use and transportation projects. CITY EVOLUTION EARLY HISTORY There is evidence in the archaeological record of people living along San Francisquito Creek as far back as 4000 BC, and the first widely recognized inhabitants are the Costanoan people starting in about 1500 BC. The Costanoan are Ohlone- speaking Native Americans who lived near the water from San Francisco Bay to Carmel. Costanoan and earlier artifacts have been identified in the city, particularly along the banks of San Francisquito Creek. Preservation of these resources is a high priority for the City and essential to defining the character of the community. Foot h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Sunnyvale Atherton Redwood City OregonExpressway Emba rc a dero Road ElCaminoReal PageMillRoad UniversityAvenue Lou i s R o a d ChanningAvenue Stanford Lands AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet §¨¦280 MA P L - 2 S P H E R E O F I N F L U E N C E , U R B A N S E R V I C E A R E A , A N D S T A N F O R D U N I V E R S I T Y L A N D S P A L O A L T O C O M P R E H E N S I V E P L A N L A N D U S E 0 1 2 Miles Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; Stanford University, 2000; PlaceWorks, 2014. City Limit Sphere of Influence Stanford Academic Growth Boundary Railroads ^_Potential Future School Site Stanford University Land Use Designations Academic Campus Campus Residential - Low Density Campus Residential - Moderate Density Open Space and Field Research Campus Open Space Special Conservation Lake/Reservoir Urban Service Boundary !Caltrain Stations ^_ PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-6 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 CITY DEVELOPMENT From its earliest days, Palo Alto has been a world-class center of knowledge and innovation. The city incorporated in 1894 on land purchased with the specific intent of serving the newly established Stanford University. Originally centered on University Avenue, Palo Alto grew south and east, incorporating the older town of Mayfield and its California Avenue district in 1925. By the 1970s, the city had almost doubled in size, stretching into the foothills and south to Mountain View, with commercial centers along Middlefield Road in Midtown and El Camino Real through formerly unincorporated Barron Park, and research and development areas at the city’s outskirts. Today, Palo Alto covers almost 26 square miles (16,627 acres) of land, about a third of which is open space, including 34 city-owned parks and 1,700 acres of protected baylands. Ensuring that activities in and around the baylands, including airport operations, occur with minimal environmental impacts is of major importance to the City and region. COMPACT DEVELOPMENT Palo Alto was an early adopter of compact development principles, as embodied in the Urban Service Area designated to manage growth in the current Comprehensive Plan. Through this strategy, the City has endeavored to direct new development into appropriate locations—such as along transit corridors and near employment centers— while protecting and preserving neighborhoods as well as the open space lands that comprise about half of the city. SUSTAINABILITY AND RESILIENCE Palo Alto is regarded as a leader in sustainability, having adopted its first Climate Action Plan in 2007 and continuing through the City’s multi-faceted efforts to eliminate the community’s dependence on fossil fuels and adapt to the potential effects of climate change. Through the direct provision of public utility services by the City to the community, Palo Alto is able to achieve truly outstanding energy efficiency and water conservation. The City and community also are leaders in promoting non- automobile transportation, waste reduction and diversion, and high-quality, low- impact development. In addition to efficiency and conservation, the City sees an adequate housing supply as a fundamental component of a sustainable and equitable community. As of the PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-7 adoption of this Comprehensive Plan, renting or owning a home in Palo Alto is prohibitively expensive for many. The housing affordability crisis in Palo Alto, and in the Bay Area more broadly, has a number of negative consequences, including diminished socioeconomic diversity and increased traffic congestion as local workers commute from distant places where housing is cheaper. In response, this Element lays out a multi-faceted strategy to both preserve existing housing and create new housing in a variety of types and sizes. Most new housing is anticipated to be multi- family housing on redeveloped infill sites near housing. These policies and programs work hand-in-hand with Housing Element programs and focus change along transit corridors, while preserving the character of established single-family neighborhoods. Together, all of these efforts make Palo Alto a more resilient community, able to adjust behaviors and actions in an effort to protect and preserve environmental resources. CITY STRUCTURE COMPONENTS The city is composed of unique neighborhoods and distinct but connected commercial centers and employment districts. Understanding how these different components of the city structure support one another and connect to the region can help inform land use planning. By reflecting the existing structure in its policies, Palo Alto will ensure that it remains a community that encourages social contact and public life and also maintains quality urban design. RESIDENTIAL NEIGHBORHOODS Palo Alto’s 35 neighborhoods are characterized by housing, parks, and public facilities. Their boundaries are based on land use and street patterns and community perceptions. Most of the residential neighborhoods have land use classifications of single-family residential with some also including multiple-family residential, and transitions in scale and use often signify neighborhood boundaries. Each neighborhood is a living reminder of the unique blend of architectural styles, building materials, scale, and street patterns that were typical at the time of its development. These characteristics are more intact in some neighborhoods than in others. The City strives to complement neighborhood character when installing streets or public space improvements and to preserve neighborhoods through PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-8 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 thoughtful development review to ensure that new construction, additions, and remodels reflect neighborhood character. Neighborhoods built prior to the mid-1940s generally have a traditional pattern of development with relatively narrow streets, curbside parking, vertical curbs, and street trees between the curb and sidewalk. Many homes are oriented to the street with parking often located to the rear of the lot. Many later neighborhoods were shaped by Modernist design ideas popularized by builder Joseph Eichler. The houses are intentionally designed with austere facades and oriented towards private backyards and interior courtyards, where expansive glass walls “bring the outside in.” Curving streets and cul-de-sacs further the sense of house as private enclave, and flattened curbs joined to the sidewalk with no planting strip create an uninterrupted plane on which to display the house. Some neighborhoods built during this period contain other home styles such as California ranch. Both traditional and modern Palo Alto neighborhoods have fine examples of multi- unit housing that are very compatible with surrounding single-family homes, primarily because of their high-quality design characteristics, such as entrances and gardens that face the street rather than the interior of the development. Examples include duplexes and small apartment buildings near Downtown, as well as second units and cottage courts in other areas of the city. COMMERCIAL CENTERS Centers are commercial and mixed use areas that serve as focal points of community life. These commercial centers are distributed throughout the city, within walking or bicycling distance of virtually all Palo Alto residents, as shown in Map L-3. There are three basic types of Centers in Palo Alto:  Regional Centers include University Avenue/Downtown and Stanford Shopping Center. These areas are commercial activity hubs of citywide and regional significance, with a mix of shopping, offices, and some housing. Downtown is characterized by two- and three-story buildings with ground floor shops. Downtown Palo Alto is widely recognized for its mix of culture, architecture, and atmosphere of innovation, which make it a uniquely special place. Trees, benches, outdoor seating areas, sidewalks, plazas, and other Fo o t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos £¤101 §¨¦280 OregonExpresswayEmbarcaderoRoad AlmaStree tElCaminoReal Page MillRoad UniversityAvenue Lo u i s R o a d Channing Avenue Stanford Lands Ø Ø Ø Ø Ø Ø Ø Ø 3 1 1 3 2 1 2 2 2 1 2 3 4 1 Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; PlaceWorks, 2014. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T 0 0.5 1 Miles MA P L - 3 C I T Y S T R U C T U R E !Caltrain Stations Sphere of Influence City Boundary Railroads Park/Open Space Regional Centers 1. University Avenue/Downtown 2. Stanford Shopping Center Commercial Districts 1. South of Forest Area (SOFA) 2. California Avenue 3. Alma Village 1. Stanford Research Park 2. Stanford Medical Center 3. East Bayshore 4. San Antonio Road/Bayshore Corridor "Ø Mixed Use Areas Employment Centersl ³³lo× Employment Districts 1. California Avenue 2. Town & Country Village 3. South El Camino Real Multi-Neighborhood Centers"Ø 1. Charleston Center 2. Edgewood Plaza 3. Midtown Neighborhood Centers"Ø PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-10 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-11 amenities make the streets pedestrian-friendly. Transit is highly accessible and frequent. Downtown plays a key role in concentrating housing, employment, shopping, and entertainment near each other and regional rail and other transit, exemplifying and supporting citywide sustainability and resiliency. However, a recent cycle of economic growth has brought increased pressure for additional office space in Downtown Palo Alto. In recent years, the demand has become so strong that other important uses that contribute to Downtown’s vitality, such as storefront retail, are at risk of being pushed out. This Element includes policies and programs to preserve ground floor-retail uses Downtown and sustain its role as a gathering place. Programs are also included to convert some unused development potential from commercial to residential potential in the future. Stanford Shopping Center has evolved from its original auto-oriented design into a premier open-air pedestrian environment known for extensive landscaped areas surrounded by retail and dining.  Multi-Neighborhood Centers, including California Avenue, Town and Country Village, and South El Camino Real, are retail districts that serve more than one neighborhood with a diverse mix of uses including retail, office, and residential. They feature one- to three--story buildings with storefront windows and outdoor seating areas that create a pedestrian-friendly atmosphere. These centers also contain retail uses clustered around plazas and parks that provide public gathering spaces. They can be linked to other city Centers via transit.  Neighborhood Centers, such as Charleston Shopping Center, Edgewood Plaza and Midtown Shopping Center, are small retail areas drawing customers from the immediately surrounding area. These centers are often anchored by a grocery or drug store and may include a variety of smaller retail shops and offices oriented toward the everyday needs of local residents. Adjacent streets provide walking, biking, and transit connections. EMPLOYMENT DISTRICTS Palo Alto’s employment districts, such as Stanford Research Park, Stanford Medical Center, East Bayshore, and San Antonio Road/Bayshore Corridor, represent a development type not found in other parts of the city. These Districts are characterized by large one- to four-story buildings, with some taller buildings, PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-12 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28, 2016MAY 1, 2017 separated by parking lots and landscaped areas. The Districts are accessed primarily by automobile or employer-supported transit, though future changes in land use and tenancy could support a shift toward transit, pedestrian, and bicycle travel. GROWTH MANAGEMENT The pace of non-residential growth and development in Palo Alto has been moderated by a citywide cap on non-residential development first adopted by the City Council in 1989. Based on the demonstrated and continuous strength of the city’s economy, and recent changes in the approach to growth management throughout California, this Plan presents an updated cumulative growth management and monitoring system. This system moderates the overall amount of new office/R&D development and monitors its impacts on Palo Alto’s livability. An implementation program addresses the pace of new office/R&D development by updating an existing ordinance establishing an annual limit on the amount allowed. This updated approach uses 2015 as the baseline from which to monitor new development and establishes a cumulative, citywide cap on office/R&D uses, including conversions of existing square footage to office/R&D space. It also establishes clear guidance to address what the City should do as the cap is approached. URBAN DESIGN The look and feel of Palo Alto is shaped by urban design, which encompasses the wide variety of features that together form the visual character of the city. These elements range from aesthetic to functional and include the design of buildings, the historic character of structures and places, public spaces where people gather, gateways or entrances to the city, street trees lining neighborhoods, art decorating public spaces, as well as parking lots and essential infrastructure. Key community design features are illustrated on Map L-4. BUILDINGS Palo Alto has many buildings of outstanding architectural merit representing a variety of styles and periods. The best examples of these buildings are constructed with quality materials, show evidence of craftsmanship, fit with their surroundings, and help make neighborhoods comfortable and appealing. To help achieve quality Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Atherton Redwood City OregonExpresswayEmbarcaderoRoad AlmaStreetElCaminoReal Page MillRoad UniversityAvenue Lou i s R o a d Channing Avenue Stanford Lands§¨¦280 Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; PlaceWorks, 2014. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T 0 1 2 Miles MA P L - 4 C O M M U N I T Y D E S I G N F E A T U R E S Major View Corridors k Primary Gateways ! !Scenic Routes in Palo Alto !Caltrain Stations Railroads Park/Open Space City Boundary Sphere of Influence PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-14 LAND USE REVISED COUNCIL DRAFT –NOVEMBER 28 MAY 1, 20176 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-15 design, the Architectural Review Board reviews buildings and site design for commercial and multi-family residential projects. Palo Alto’s commercial and residential buildings have received regional and national design recognition. Design issues in residential neighborhoods include sympathetic restoration and renovation of homes, protection of privacy if second stories are added, and efforts to make streets more inviting to pedestrians. HISTORIC RESOURCES Palo Alto has a rich stock of historic structures and places that are important to the city’s heritage and preserving and reusing these historic resources contributes to the livability of Palo Alto. The City’s Historic Inventory lists approximately 400 buildings of historical merit, with more than a dozen buildings on the National Register of Historic Places, as well as two historic districts: Ramona Street and Professorville. Map L-5 illustrates historic resources in Palo Alto. Historic sites include the El Palo Alto redwood, believed to be the site of a 1776 encampment of the Portola Expedition and one of 19 California Points of Historical Interest in the city. The garage at 367 Addison that was the birthplace of Hewlett- Packard is one of seven sites or structures listed on the California Register of Historic Landmarks. The length of El Camino Real from San Francisco to San Diego, including the section that passes through Palo Alto, is a State Historic Landmark. Many historic buildings in the city have been rehabilitated and adaptively reused as office or commercial spaces, including former single-family homes in and near downtown. PUBLIC SPACES, STREETS, AND PARKING Throughout Palo Alto are a variety of public spaces from parks and schools to plazas and sidewalks, to cultural, religious, and civic facilities. Each of these can increasingly serve as centers for public life with gathering places, bicycle and pedestrian access, safety-enhancing night-time lighting and clear visual access, and, in some cases, small-scale retail uses such as cafes. Well-designed streets also invite public use and enhance quality of life. Palo Alto’s reputation as a gracious residential community is due not only to its fine street trees and attractive planting areas, but also to appropriate street width for neighborhood character, accommodation of pedestrians and bicycles, height and setbacks of buildings, and color and texture of paving materials. These components help to ensure that streets are pleasant and safe for all travelers. !!!!!!! !!! ! !! ! !!!!!!!!! ! ! ! !!!! ! ! !!! ! ! ! ! ! !! ! ! ! ! ! ! ! !!! ! ! ! !!!!!!!!! ! ! ! ! ! !!!! !!! ! !!! ! ! !!!!!! !!!!!! !! !!!!!! ! !!!!! ! ! ! !!! !!!!! ! ! !! ! ! ! !! ! !!! ! ! ! ! !! !!! ! ! !!!!!!!!!!!! ! !! !! !!! ! ! ! ! !!!!!!!!! ! ! ! ! ! ! ! ! ! !! !! ! !! !!!! ! ! ! ! !! !!!! !! ! ! ! ! !!! ! !! ! !!!!!!!! ! !!!!!! !! !! !!!! ! !!! !!! ! !! !! !!!! !!! ! ! !!!! !!!! ! ! !!! !!! !!! !!!!! !!!!! ! ! !!!!!! !! ! !! !!!!! ! ! ! !! ! ! ! ! ! ! !!! !! !!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! !!! !!! ! ! ! ! ! !!!! !!!!! !!!!! !! ! !!! ! !! ! ! ! !! !!! ! ! !!!!!! ! !! ! !!!! ! ! ! !!! ! ! ! ! ! Foot h i l l E x p r e s s w a y Mountain View Stanford University Los Altos Hills Menlo Park Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 ·|}þ237 Sunnyvale Atherton OregonExpressway Embarcadero Road ElCaminoReal PageMillRoad UniversityAvenue Loui s R o a d ChanningAvenue Stanford Lands MiddlefieldRoad AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet LouisRoad Professorville Historic District Green Gables Historic District Greenmeadow Historic District Ramona Street Architectural District §¨¦280 M A P L - 5 !!!!!!! !!! ! !! ! !!!!!!!!! ! ! ! !!!! ! ! !!! ! ! ! ! !! ! ! ! ! ! ! ! !!! ! ! ! !!!!!!!!! ! ! ! ! ! !!!! ! !! ! !!! ! ! !!!!!! !!!! !! !! !!!!!! !!!!!! ! ! ! ! !!!!!!! ! ! !! !! ! !! ! !!! ! ! ! ! !! !!!! ! !!!!!!!!!!!! ! ! ! !! !!! ! ! ! ! !!!!!!!!! ! ! ! ! ! ! ! ! ! !! !! ! !! !!!! ! ! ! ! !! !!!! !! ! ! ! ! !!! ! !! ! ! !!! !!!! ! !!!!!! !! !! !!! ! ! !!! !!! ! !! !! !!!! !!! ! ! !!!! !!! ! ! ! !!! !!! !!! !! ! !! !!!!! ! ! !!!!!! !! ! !! !!!!! ! ! ! !! ! ! ! ! ! ! !!! !! !!! ! ! ! ! ! ! ! ! ! !! !!! !!! ! ! ! ! ! !!!! !!!! !!!!!! !! ! !!! ! !! ! ! ! !! !!! ! !!!!!!! ! !! ! !!!! ! ! ! !!! ! ! ! H I S T O R I C R E S O U R C E S Source: PlaceWorks, 2016; The City of Palo Alto, 2013. 0 1 2 Miles *Cultural and historic resources include Historic Structures on the City of Palo Alto Historic Inventory (categories I, II, III, or IV), and/or Buildings on the National Register of Historic Places, and/or California Registered Historic Landmarks, and/or Points of Historical Interest. This map is for illustrative purposes only and does not depict the full inventory of historic structures, landmarks, or other cultural resources in Palo Alto. For a more complete listing, please refer to the content of the Palo Alto Comprehensive Plan and the associated environmental review documents. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T !Cultural or historic resource* Highways City Limit Professorville Historic District Ramona StreetArchitectural District PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-17 Parking lots occupy large amounts of surface area in the city. Well-designed parking lots make efficient use of space while contributing positively to the appearance of the surrounding area. A parking lot can provide an opportunity for open space and outdoor amenities rather than just a repository for cars. Many parking lots in Palo Alto include trees, landscaping and public art. GATEWAYS Community identity is strengthened when the entrances to the city are clear and memorable. In Palo Alto, these entrances or gateways include University Avenue, El Camino Real, Middlefield Road, Oregon Expressway/Page Mill Road, San Antonio Road and Embarcadero Road, and the Palo Alto Transit Center and California Avenue Caltrain station. Well-designed gateways are defined by natural and urban landmarks that complement the character and identity of the neighborhood. URBAN FOREST Palo Alto’s urban forest—including both public and privately owned trees—is a key part of the community’s history, identity, and quality of life. It offers enormous social, environmental, and financial benefits and is a fundamental part of Palo Alto’s sense of place. Regular spacing of trees that are similar in form and texture provides order and coherence and gives scale to the street. A canopy of branches and leaves provides shade for pedestrians and creates a sense of enclosure and comfort. On the city’s most memorable streets, trees of a single species extend historic character to the corners of blocks, reducing the apparent width of streets and intersections and defining the street as a continuous space. Protecting, maintaining, and enhancing the urban forest, as called for in the 2015 Urban Forest Master Plan, is among the most effective ways to preserve Palo Alto’s character. PUBLIC ART Public art helps create an inviting atmosphere for gathering, fosters economic development, and contributes to vital public spaces. Palo Alto’s public art program reflects the City’s tradition of enriching public spaces with works of art, ranging from the subtle inclusion of handcrafted artifacts into building architecture to more traditional displays of sculpture at civic locations. The Municipal Code requires both public and private projects to incorporate public art. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-18 LAND USEREVISED COUNCIL DRAFT –NOVEMBER 28MAY 1, 20176 UTILITIES AND INFRASTRUCTURE A city is supported by its infrastructure—features such as paving, signs, and utilities. These features represent substantial public investments and are meant to serve all community members. Infrastructure improvements must meet current needs and keep pace with growth and development. While the purpose of infrastructure is usually utilitarian or functional, attention to design details can add beauty or even improve urban design. For example, replacing a sidewalk can provide an opportunity to create larger tree wells and provide new street trees. State law (California Government Code Section 65302.10) requires the City to address potential regional inequity and infrastructure deficits within disadvantaged unincorporated communities (DUCs) in this Element. There are no DUCs within the Palo Alto SOI with public services or infrastructure needs or deficiencies. PALO ALTO AIRPORT Palo Alto Airport (PAO) is a general aviation airport owned and operated by the City of Palo Alto. PAO occupies 102 acres of land east of Highway 101 in the baylands and has one paved runway. The airport functions as a reliever to three Bay Area airports. PAO facilities include an air traffic control tower operated by the Federal Aviation Administration and a terminal building. Flight clubs and fixed base operators operate on-site, offering fuel sales, flight lessons, pilot training, and aircraft sales, rentals, maintenance, and repair. From 1967 to 2015, PAO was operated by Santa Clara County under a lease agreement. Operations and control have since been transferred to the City and key challenges ahead include addressing deterioration of runway conditions, addressing noise impacts and hours of operation, and the relationship between the Airport and the Baylands Master Plan. LAND USE MAP AND LAND USE DESIGNATIONS Map L-6 shows each land use designation within the city of Palo Alto. The land use designations translate the elements of city structure into a detailed map that presents the community’s vision for future land use development and conservation on public and private land in Palo Alto through the year 2030. Residential densities are expressed in terms of dwelling units per acre. Population densities per acre are not absolute limits. ! ! FOO T H I L L E X P Y FA B I A N W A Y SAND H I L L R D AL M A S T SEA L E A V E SAN A N T O N I O R D OREG O N E X P Y QU A R R Y R D LOMA V E R D E A V E ARA S T R A D E R O R D E CH A R L E S T O N R D EMBARCA D E R O W A Y PASTE U R D R CAL I F O R N I A A V E LI N C O L N A V E UNI V E R S I T Y A V E JU N I P E R O S E R R A B L V D PA G E M I L L R D §¨¦280 |ÿ82 £¤101 Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Los Altos Arastradero Preserve Baylands Preserve Byxbee Park SOFA II CAP SOFA I CAP Baylands Master Plan East Charleston Road S A N F R A N C I S C O B A Y 0 0.25 0.5 0.75 10.125 Miles Source: ESRI, 2010; Tiger Lines, 2010; USGS, 2010; NHD, 2013; City of Palo Alto, 2013; PlaceWorks, 2015. Comprehensive Plan Land Use Designations Residential Single Family Res Multi-Family Res Multi-Family Res (w/Hotel Overlay) Mixed UseCommercial Hotel Commercial Service Commercial Neighborhood Commercial Regional/Community CommercialBusiness/Industrial Light Industrial Research/Office Park Other SOFA II CAP SOFA I CAP School District Land Major Institution/Special Facility Streamside Open Space Public Park Open Space/Controlled Development Public Conservation LandStanford University Land Use Designations Academic Campus Campus Residential - Low Density Campus Residential - Moderate Density Open Space/Field Research Campus Open Space Special Conservation Lake/Reservoir !Caltrain Stations Urban Service Area City Boundary Sphere of Influence Railroads P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T MA P L -6 C O M P R E H E N S I V E L A N D U S E D E S I G N A T I O N S PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-20 LAND USEREVISED COUNCIL DRAFT –NOVEMBER 28MAY 1, 20176 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-21 Building intensities for non-residential uses are expressed in terms of floor area ratio (FAR), which is the ratio of gross building floor area (excluding areas designated for parking, etc.) to net lot area, both expressed in square feet. FAR does not regulate building placement or form, only the spatial relationship between building size and lot size; it represents an expectation of the overall intensity of future development. The maximums assigned to the land use designations below do not constitute entitlements, nor are property owners or developers guaranteed that an individual project, when tested against the General Plan’s policies, will be able or permitted to achieve these maximums. LAND USE DEFINITIONS OPEN SPACE Publicly Owned Conservation Land: Open lands whose primary purpose is the preservation and enhancement of the natural state of the land and its plants and animals. Only resource management, recreation, and educational activities compatible with resource conservation are allowed. Public Park: Open lands whose primary purpose is public access for active recreation and whose character is essentially urban. These areas, which may have been planted with non-indigenous landscaping, may provide access to nature within the urban environment and require a concerted effort to maintain recreational facilities and landscaping. Streamside Open Space: TheThis designation is intended to preserve and enhance corridors of riparian vegetation along a natural streams. Hiking, biking, and riding trails may be developed in the streamside open space. The corridor will generally vary in width up to 200 feet either side of the center line of the creek. However, along San Francisquito Creek between El Camino Real and the Sand Hill Road bridge over the creek, the open space corridor varies in width between approximately 80 and 310 feet from the center line of the creek. The aerial delineation of the open space in this segment of the corridor, as opposed to other segments of the corridor, is shown to approximate scale on the Proposed Land Use and Circulation Map. Open Space/Controlled Development: Land having all the characteristics of open space but upon which where some development may be allowed on private properties, consistent with the preservation of open space. Open space amenities PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-22 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 must be retained in these areas. Residential densities range from 0.1 to 1 dwelling unit per acre but may rise to a maximum of 2 units per acre where second units are allowed, and population densities range from 1 to 4 persons per acre. Other uses such as agricultural, recreational, and non-residential uses may be allowed consistent with the protection and preservation of the inherent open space characteristics of the land. RESIDENTIAL Single-Family Residential: Includes This designation applies to residential neighborhoods primarily characterized by detached single-family homes, typically with one dwelling unit on each lot. Private and public schools and churches are as well as conditional uses requiring permits such as churches and schoolsSpecific areas may be zoned to allow second. Accessory dwelling units or duplexes are allowed subject to certain size limitations and other development standards and duplexes may be allowed in select, limited areas where they would be compatible with neighborhood character and do not create traffic and parking problems. The net density in single family areas will range from 1 to 7 units per acre, but may rises to a maximum of 14 units in areas on parcels where second units or duplexes are allowed occur. Population densities will range from 1 to 30 persons per acre. Multiple-Family Residential: The permitted number of housing units will vary by area, depending on existing land use, proximity to major streets and public transit, distance to shopping, and environmental problems. Net densities will range from 8 to 40 units and 8 to 90 persons per acre. Density should be on the lower end of the scale next to single-family residential areas. Densities higher than what is permitted by zoning may be allowed where measurable community benefits will be derived, services and facilities are available, and the net effect will be compatible with the overall Comprehensive Plan. Village Residential: Allows residential dwellings that are designed to contribute to the harmony and pedestrian orientation of a street or neighborhood. Housing types include single-family houses on small lots, second units, cottage clusters, courtyard housing, duplexes, fourplexes, and small apartment buildings. Design standards will be prepared for each housing type to ensure that development successfully contributes to the street and neighborhood and minimizes potential negative impacts. Net densities will range up to 20 units per acre. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-23 Transit-Oriented Residential: Allows higher density residential dwellings in the University Avenue/Downtown and California Avenue commercial centers within a walkable distance, approximately 2,500 2,000 feet, of the City’s two multi-modal transit stations. The land use category is intended to generate residential densities that support substantial use of public transportation and especially the use of Caltrain. Design standards will be prepared to ensure that development successfully contributes to the street and minimizes potential negative impacts. Individual project performance standards requirements will be developed, including parking, to ensure that a significant portion of the residents will use alternative modes of transportation. Net density will range up to 50 units per acre, with minimum densities to be considered during development of new City zoning regulations. COMMERCIAL Neighborhood Commercial: Includes shopping centers with off-street parking or a cluster of street-front stores that serve the immediate neighborhood. Examples include Charleston Center, Edgewood Center, and Midtown. Typical uses include supermarkets, bakeries, drugstores, variety stores, barber shops, restaurants, self- service laundries, dry cleaners, and hardware stores. In some locations along El Camino Real and Alma Street, residential and mixed use projects may also locate in this category. Non-residential floor area ratios will range up to 0.4. Regional/Community Commercial: Larger shopping centers and districts that have a wider variety of goods and services than the neighborhood shopping areas. They rely on larger trade areas and include such uses as department stores, bookstores, furniture stores, toy stores, apparel shops, restaurants, theaters, and non-retail services such as offices and banks. Non-retail uses such as medical and dental offices may also locate in this designation. Examples include Stanford Shopping Center, Town and Country Village, and University Avenue/Downtown. In some locations, residential and mixed use projects may also locate in this category. Non-residential floor area ratios range from 0.35 to 2. Service Commercial: Facilities providing citywide and regional services and relying on customers arriving by car. These uses do not necessarily benefit from being in high volume pedestrian areas such as shopping centers or Downtown. Typical uses include auto services and dealerships, motels, lumberyards, appliance stores, and restaurants, including fast service types. In almost all cases, these uses require good automobile and service access so that customers can safely load and unload without impeding traffic. In some locations, residential and mixed use projects may be appropriate in this land use category. Examples of Service Commercial areas include PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-24 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 San Antonio Road, El Camino Real, and Embarcadero Road northeast of the Bayshore Freeway. Non-residential floor area ratios will range up to 0.4. Mixed Use: This category includes Live/Work, Retail/Office, Residential/Retail and Residen- tial/Office development. Its purpose is to increase the types of spaces available for living and working to encourage a mix of compatible uses in certain areas, and to encourage the upgrading of certain areas with buildings designed to provide a high qualityThe Mixed Use designation is intended to promote pedestrian- oriented street environment. Mixed Use may include permitted activities mixed places that layer compatible land uses, public amenities and utilities together at various scales and intensities. The designation allows for multiple functions within the same building or within separate buildings on adjacent to one another in the same site or on nearby sites. Live/Work refers to one or more individuals livinggeneral vicinity to foster a mix of uses that encourages people to live, work, play, and shop in the same building where they earn their livelihood, usually in professional or light industrial activities. Retail/Office, Resi- dential/Retail, and Residential/Office provide other variations to Mixed Use with Retailclose proximity. Most typically, mixed use developments have retail on the ground floor and residences above. This category includes Live/Work, Retail/Office, Residential on upper floors. Design standards will be developed to ensure that/Retail and Residential/Office development is compatible and contributes to the character of the street and neighborhood. Floor area ratios will range up to 1.15, although Residential/ Retail and Residential/Office development located along transit corridors or near multi-modal centers will range up to 2.0 FAR with up to 3.0 FAR possible in areas resis- tant to revitalization.where higher FAR would be an incentive to meet community goals such as providing affordable housing. The FAR above 1.15 will must be used for residential purposes. FAR between 0.15 and 1.15 may be used for residential purposes. As of the adoption of this Comprehensive Plan, the Mixed Use designation is currently only applied in the SOFA area. Commercial Hotel: This category allows facilities for use by temporary overnight occupants on a transient basis, such as hotels and motels, with associated conference centers and similar uses. Restaurants and other eating facilities, meeting rooms, small retail shops, personal services, and other services ancillary to the hotel are also allowed. This category can be applied in combination with another land use category. Floor area ratio will rangeFAR currently ranges up to 1.52.0 for the hotel portion of the site. An implementation program indicates that the City will explore increasing this FAR. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-25 Research/Office Park: Office, research, and manufacturing establishments whose operations are buffered from adjacent residential uses. Stanford Research Park is an example. Other uses that may be included are educational institutions and child care facilities. Compatible commercial service uses such as banks and restaurants, and residential or mixed uses that would benefit from the proximity to employment centers, will also be allowed. Additional uses, including retail services, restaurants, commercial recreation, churches, and private clubs may also be located in Research/Office Park areas, but only if they are found to be compatible with the surrounding area through the conditional use permit process. In some locations, residential and mixed-use projects may also locate in this category. Maximum allowable floor area ratio ranges from 0.3 to 0.5, depending on site conditions. Light Industrial: Wholesale and storage warehouses and the manufacturing, processing, repairing, and packaging of goods. Emission of fumes, noise, smoke, or other pollutants is strictly controlled. Examples include portions of the area south of Oregon Avenue between El Camino Real and Alma Street that historically have included these land uses, and the San Antonio Road industrial area. Compatible residential and mixed use projects may also be located in this category. Floor area ratio will range up to 0.5. INSTITUTIONAL School District Lands: Properties owned or leased by public school districts and used for educational, recreational, or other non-commercial, non-industrial purposes. Floor area ratio may not exceed 1.0. Major Institution/Special Facilities: Institutional, academic, governmental, and community service uses and lands that are either publicly owned or operated as non-profit organizations. Examples are hospitals and City facilities. Major Institution/University Lands: Academic and academic reserve areas of Stanford University. Population density and building intensity limits are established by conditional use permit with Santa Clara County. These lands are further designated by the following sub-categories of land use:  Major Institution/University Lands/Campus Single-Family Residential: Single-family areas where the occupancy of the units is significantly or totally limited to individuals or families affiliated with the institution. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-26 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176  Major Institution/University Lands/Campus Multiple Family Residential: Multiple family areas where the occupancy of the units is significantly or totally limited to individuals or families affiliated with the institution.  Major Institution/University Lands/Campus Educational Facilities: Academic lands with a full complement of activities and densities that give them an urban character. Allowable uses are academic institutions and research facilities, student and faculty housing, and support services. Increases in student enrollment and faculty/staff size must be accompanied by measures that mitigate traffic and housing impacts.  Major Institution/University Lands/Academic Reserve and Open Space: Academic lands having all the characteristics of open space but upon which some academic development may be allowed provided that open space amenities are retained. These lands are important for their aesthetic and ecological value as well as their potential for new academic uses. GOALS, POLICIES, AND PROGRAMS LOCAL LAND USE AND GROWTH MANAGEMENT GOAL L-1 A well-designed, compact and resilient city providing residents and visitors with attractive neighborhoods, work places, shopping districts, public facilities, and open spaces. EXTENT OF URBAN CONCENTRATING DEVELOPMENT WITHIN THE URBAN SERVICE AREA Policy L-1.1 Continue current City policy limitingLimit future urban development to currently developed lands within the urban service area. The boundary of the urban service area is otherwise known as the urban growth boundary. Retain undeveloped land west of Foothill Expressway and Junipero Serra as open space, with allowances made for very low- intensity development consistent with the open space character of the area. Retain undeveloped Baylands land northeast of Highway 101 as open space. [Previous Policy L-1] [L1] City staff will monitor Stanford development proposals and traffic conditions within the Sand Hill Road Corridor and annually report to the Planning PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-27 Com- mission and City Council. [Previous Program L-2a] City staff will review development proposals within the Airport Influence Area to ensure consistency with the guidelines of the Palo Alto Airport Com- prehensive Land Use Plan, and when appropriate, will refer development proposals to the Santa Clara County Airport Land Use Commission for re- view and comment. [Previous Program L-2b] MAINTAIN AND STRENGTHEN CITY CHARACTER Policy L-1.2 Maintain and strengthen Palo Alto’s varied residential neighborhoods while sustaining the vitality of its commercial areas and public facilities. [Previous Policy L-4] [L2] Policy L-1.3 Promote infill development in the urban service area that is compatible with its surroundings and the overall Maintain the scale and character of the city to ensure a compact, efficient development pattern. Avoid land uses that are overwhelming and unacceptable due to their size and scale. [(Previous Policy L-5 ) (PTC Policy L1.7) (Comp Plan Draft EIR Mitigation Measure LAND-1)] [L3] Review and change zoning regulations to promote gradual transitions in the scale of development where residential districts abut more intense uses. [Previous Program L-4] Establish new performance and architectural standards that minimize nega- tive impacts where land use transitions occur. [Previous Program L-5] Revise the City’s Neighborhood Commercial (CN) and Service Commercial (CS) zoning requirements to better address land use transitions. [Previous Program L-6] Evaluate changes in land use in the context of regional needs, overall City welfare and objectives, as well as the desires of surrounding neighborhoods. [Previous Policy L-7] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-28 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Maintain and periodically review height and density limits to discourage single uses that are inappropriate in size and scale to the surrounding uses. [Previous Program L-3] Program L1.3.1 Work with neighbors, neighborhood associations, property owners, and developers to identify barriers to infill development of below market rate and more affordable market rate housing and to remove these barriers. Work with these same stakeholders to identify sites and facilitate opportunities for below market rate housing and housing that is affordable. [(PTC Program L1.7.10) (Edited)] [L4] Program L1.3.2 Review development standards applicable in areas susceptible to flooding from sea level rise, including east of Highway 101, West Bayshore and East Meadow Circle, and the area east of San Antonio Road and north of East Charleston, and update requirements as needed to ensure that new development is designed and located to provide protection from potential flooding impacts. [(NEW PROGRAM)(Comp Plan Draft EIR Mitigation Measure GHG-3.)] [L6] Note: Moved to Safety Element and combined with flooding/sea level rise policies and programs. See Program [S69] REGULATING LAND USE Policy L-1.4 Regulate land uses in Palo Alto according to the land use definitions in this Element and Map L-6. [NEW POLICY] Policy L-1.5 Encourage land uses that address the needs of the community and manage change and development to benefit the community. [NEW POLICY] [L10] Program L1.5.1 Review regulatory tools available to the City and identify actions to enhance and preserve the livability of residential neighborhoods and the vitality of commercial and employment districts, PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-29 including improved code enforcement practices. [NEW PROGRAM] [L11] Policy L-1.6 Use coordinated area plans to guide development in areas of Palo Alto where significant change is foreseeable. Address both land use and transportation, define the desired character and urban design traits of the areas, identify opportunities for public open space, parks and recreational opportunities, address connectivity to and compatibility with adjacent residential areas; and include broad community involvement in the planning process. [NEW POLICY] [L67] REGIONAL COOPERATION Policy L-1.7 Maintain an active active cooperative working relationship engagement with Santa Clara County, San Mateo County, neighboring cities, other public agencies including school districts and Stanford University regarding land use and transportation issues. [Previous Policy L-2] [L7] Program L1.7.1 Maintain and update as appropriate the 1985 Land Use Policies Agreement that sets forth the land use policies of the City, Santa Clara County, and Stanford University with regard to Stanford unincorporated lands. [Previous Program L-1] [L8] Policy L-1.8 Participate in regional strategies to address the interaction of jobs, housing balance and transportation issues. [NEW POLICY] [L9] GROWTH MANAGEMENT AND MONITORING Policy L-1.9 Maintain a citywide cap of 1.7 million new square feet of office/R&D development, exempting medical office uses in the SUMC vicinity. Use January 1, 2015 as the baseline and monitor development towards the cap on an annual basis. Require annual monitoring to assess the effectiveness of development requirements and determine whether the Cap and the development requirements should be adjusted. Continue to exempt medical, governmental, and institutional uses from the cap on office/R&D development. [Update of Previous Policy L-8] [L15] and [L18] Establish a system to monitor the rate of non- residential development and traffic conditions PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-30 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 related to both residential and non-residential development at key intersections including those identified in the 1989 Citywide Study and additional intersections identified in the Comprehensive Plan EIR. If the rate of growth reaches the point where the citywide development maximum might be reached, the City will reevaluate development policies and regulations. [Previous Program L-7] Limit new non-residential development in the Downtown area to 350,000 square feet, or 10 percent above the amount of development existing or approved as of May 1986. Reevaluate this limit when non-residential development approvals reach 235,000 square feet of floor area. [Previous Program L-8] Continue to monitor development, including the effectiveness of the ground floor retail requirement, in the University Avenue/ Downtown area. Keep the Planning Commission and City Council advised of the findings on an annual basis. [Previous Program L-9] Program L1.9.1 Reevaluate the cumulative cap when the amount of new office/R&D square footage entitled since January 1, 2015 reaches 67 percent of the allowed square footage, or 1,139,000 square feet. Concurrently consider removal or potential changes to the cap and/or to the amount of additional development permitted by the City’s zoning ordinance. [NEW PROGRAM] [L19] Program L1.9.2 Update and extend the City’s interim annual limit of 50,000 square feet of new office/R&D development in order to moderate the pace of growth in commercial and mixed use areas. Consider additional exemptions to the annual limit as part of this update. [NEW POLICY] [L23] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-31 Policy L-1.10 Hold new development to the highest development standards in order to maintain Palo Alto’s livability and achieve the highest quality development with the least impacts. [NEW POLICY] [L32] FOSTERING A SENSE OF SUSTAINABLE COMMUNITY GOAL L-2 An enhanced sense of “community” with development designed to foster public life,and meet citywide needs, and embrace the principles of sustainability. Policy L-2.1 Maintain a citywide structure of Residential Neighborhoods, Centers, and Employment Districts. Integrate these areas with the City’s and the region’s transit and street system. [(Previous Policy L-10)(Comp Plan Draft EIR Mitigation Measure AIR-1)] [L44] Policy L-2.2 Promote increased compatibility, interdependence, and support between Enhance connections between commercial and mixed use centers and the surrounding residential neighborhoods. by promoting walkable and bikeable connections and a diverse range of retail and services that caters to the daily needs of residents. [(Previous Policy L-11)(Comp Plan Draft EIR Mitigation Measure AIR-2d, LAND-5)] [L45] Program L2.2.1 Consider siting Explore whether there are appropriate locations to allow small-scale neighborhood-serving retail facilities such as coffee shops and corner stores in existing or new residential areas. [(Previous Policy L-16) (Converted to Program)] [L46] Policy L-2.3 As a key component of a diverse, inclusive community, allow and encourage a mix of housing types and sizes designed for greater affordability, particularly smaller housing types, such as studios, co- housing, cottages, clustered housing, accessory dwelling units, and senior housing. [(Previous Policy L-13) (Combined with [L47], which is also about encouraging small units/mix of types)] [L47] and [L60] Create and apply zoning standards for Village Residential housing proto- types. Develop design guidelines for duplexes, townhouses, courtyard housing, second units, and small lot single family homes that ensure that such housing is compatible with single family PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-32 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 neighborhoods and other areas where it may be permitted. [Previous Program L-13] Create and apply zoning standards for Transit-Oriented Residential housing prototypes, including consideration of minimum density standards. Develop design guidelines that ensure that such housing is compatible with the Univer- sity Avenue/Downtown and California Avenue centers where it may be per- mitted. [Previous Program L-14] Policy L-2.4 Use a variety of strategies to stimulate housing. [NEW POLICY] Program L2.4.1 Amend the Housing Element to eliminate housing sites along San Antonio Road and increase residential densities in Downtown and the California Avenue area to replace potential units from the sites eliminated. [NEW PROGRAM] Program L2.4.2 Allow housing on the El Camino Real frontage of the Stanford Research Park and at Stanford Shopping Center, provided that adequate parking and vibrant retail is maintained. [NEW PROGRAM] Program L2.4.3 Explore multi-family housing elsewhere in Stanford Research Park and near Stanford University Medical Center (SUMC). [NEW PROGRAM] Program L2.4.4 Assess non-residential development potential in the Community Commercial, Service Commercial, and Downtown Commercial Districts (CC, CS, and CD) and the Neighborhood Commercial District (CN), and convert non-retail commercial FAR to residential FAR, where appropriate. Conversion to residential capacity should not be considered in Town and Country Village. [NEW PROGRAM] [L21] Program L2.4.5 Update the municipal code to include zoning changes that allow a mix of retail and residential uses but no office uses. The intent of these changes would be to encourage a mix of land uses that contributes to the vitality and walkability of commercial centers and transit corridors. [(NEW PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-33 PROGRAM)(Comp Plan Draft EIR Mitigation Measure LAND-1)] [L121] Program L2.4.6 Explore changing the Transfer of Development Rights (TDR) ordinances for both buildings of historic significance and for seismic retrofits so that transferred development rights may only be used for residential capacity. [NEW PROGRAM] Policy L-2.5 Support the creation of affordable housing units for middle to lower income level earners, such as City and school district employees, as feasible. [NEW POLICY] [L55] Program L2.5.1 Collaborate with PAUSD in exploring opportunities to build housing that is affordable to school district employees. [NEW PROGRAM] [L56] Policy L-2.6 Enhance desirable characteristics in mixed use areas. Use the planning and zoning process to create opportunities Create opportunities for new mixed use development consisting of housing and retail. [Previous Policy L-9] [L120] Policy L-2.7 Support efforts to retain housing that is more affordable in existing neighborhoods, including a range of smaller housing types. [NEW POLICY] [L53] Program L2.7.1 Review development standards to discourage the net loss of housing units. [NEW PROGRAM] [L54] Policy L-2.8 When considering infill redevelopment, work to minimize displacement of existing residents. [NEW POLICY] [L57] Program L2.8.1 Conduct a study to evaluate various possible tools for preventing displacement of existing residents. [NEW PROGRAM] [L58] Program L2.8.2 Develop and implement a system to inventory the characteristics of existing housing units and track changes in those characteristics on a regular basis. Make the information publicly available. [NEW PROGRAM] [L59] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-34 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-2.9 Preserve ground-floor retail and limit the displacement of existing retail from neighborhood centers. [NEW POLICY] [L124] Policy L-2.10 Facilitate reuse of existing buildings. [Previous Program L 20] [NEW POLICY] [L48] Policy L-2.11 Encourage new development and redevelopment to incorporate greenery and natural features through the use of features such as green rooftops, pocket parks, plazas, and rain gardens. [(NEW POLICY) (Combined with Previous Program C26)] [L49] Policy L-2.12 Ensure that future development addresses potential risks from climate change and sea level rise. [NEW POLICY] [L5] RESIDENTIAL DISTINCT NEIGHBORHOODS GOAL L-3 Safe, attractive residential neighborhoods, each with its own distinct character and within walking distance of shopping, services, schools, and/or other public gathering places. NEIGHBORHOOD COMPATIBILITY Policy L-3.1 Ensure that new or remodeled structures to beare compatible with the neighborhood and adjacent structures.[(Previous Policy L-12) (Comp Plan Draft EIR Mitigation Measures AES-1, LAND-1, LAND-2)] [L50] Policy L-3.2 Preserve residential uses from conversion to office or short-term rentals. [NEW POLICY] [L51] Program L3.2.1 Evaluate and implement strategies to prevent conversion of residential and neighborhood-serving retail space to office or short-term vacation rentals. [NEW PROGRAM] [L52] MIX OF HOUSING TYPES Evaluate alternative types of housing that increase density and provide more diverse housing opportunities. [(Previous Policy L-13) (Note: Program H3.3.5 of the adopted Housing Element is to explore modifications to development standards to further encourage second unit development.)] [L60] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-35 Policy L-3.3 Recognize the contribution of cottage cluster housing to the character of Palo Alto and retain and encourage this type of development. [NEW POLICY] [L61] RESIDENTIAL DESIGN Policy L-3.4 Design and arrange Ensure that new multi-family buildings, including entries and outdoor spaces are designed and arranged so that each unit development has a clear relationship to a public street. [Previous Policy L-14] [L62] Policy L-3.5 Avoid negative impacts of basement construction for single-family homes on adjacent properties public resources and the natural environment. [NEW POLICY] [L63] Program L3.5.1 Develop a program to assess and manage both the positive and negative impacts of basement construction in single family homes on the community and the environment, including:  Land use issues. Evaluate the City’s policy of excluding basements from the gross floor area and maximum floor area ratio limits in the zoning ordinance. Consider zoning revisions, including greater setbacks, to limit basement size and increase basement setbacks from adjacent properties.  Impacts to the natural environment, such as potential impacts to the tree canopy, groundwater supply or quality, and soil compaction.  Safety issues such as increased surface flooding, increased groundwater intrusion with sea level rise, emergency access and egress, or sewage backflows. [NEW PROGRAM] [L64] COMMERCIAL CENTERS GOAL L-4 Inviting, pedestrian scale centers that offer a variety of retail and commercial services and provide focal points and community gathering places for the city’s residential neighborhoods and employment districts. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-36 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 COMMERCIAL CENTERS AND MIXED USE AREAS Policy L-4.1 Encourage the upgrading and revitalization of selected Centers in a manner that is compatible with the character of surrounding neighborhoods, without loss of retail and existing small, local businesses. [(Previous Policy L-18)(Comp Plan Draft EIR Mitigation Measure LAND-1)] [L65] Establish a planning process for Centers that identifies the desired character of the area, its role within the City, the locations of public gathering spaces, appropriate land uses and building forms, and important street and pedestrian connections to surrounding Residential Neighborhoods. [Previous Program L-15] Program L4.1.1 Evaluate the effectiveness of formula retail limits adopted for California Avenue and consider whether these limits should be applied in other Centers. Develop incentives for local small businesses where warranted. [NEW PROGRAM] [L66] Prepare a coordinated area plan for the South El Camino corridor from Curtner Avenue to West Charleston Road, as shown in the diagram below. The plan should articulate a vision for the corridor as a well-designed complete street with an enhanced pedestrian environment including wider sidewalks, increased building setbacks, public open spaces, safe pedestrian crossings at key intersections, trees and streetscape improvements. Mixed use residential and retail development on shallow parcels should be encouraged to support a more walkable and bikable environment along the corridor, with appropriate transitions to the surrounding single-family neighborhoods. The plan should also foster improved connections to surrounding destinations. [NEW PROGRAM] [L68] Deleted per Council Motion PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-37 Encourage a mix of land uses in all Centers, including housing and an appropriate mix of small-scale local businesses. [Previous Policy L-19] Policy L-4.2 Encourage street frontages that contribute to retail vitality in all Centers. Reinforce street corners that come up to the sidewalk in a way that enhances the pedestrian realm or that form corner plazas. Include trees and landscaping. [Previous Policy L-20] [L70] Policy L-4.3 ProvideEnsure all Regional Centers with and Multi-Neighborhood Centers provide centrally located gathering spaces that create a sense of identity and encourage economic revitalization. Encourage public amenities such as benches, street trees, kiosks, restrooms and public art. [Previous Policy L-21] [L71] Program L4.3.1 Study the feasibility of using public and private funds to provide and maintain landscaping and public spaces such as parks, plazas, sidewalks and public art within commercial areas. [Previous Program L-16] [L72] Program L4.3.2 Through public/private cooperation, provide obviouswell-signed, clean, and accessible restrooms available for use during normal business hours. [Previous Program L-17] [L73] Program L4.3.3 Collaborate with merchants to enhance the appearance of streets and sidewalks within all Centers through an aggressive . Encourage the formation of business improvement districts and undertake a proactive program of maintenance, repair and cleaning program; street improvements; and the use of a variety of paving materials and, landscaping. and enhancement.[Previous Policy L-22] [L74] Program L4.3.4 Identify priority street improvements that could make a substantial contribution to the character of Centers, includingsuch as widening sidewalks, narrowing travel lanes, creating medians, restriping to allow diagonal parking, and planting street trees [Previous Program L-18] [L75] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-38 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 HOTELS Policy L-4.4 Sites within or adjacent to existing commercial areas and corridors are suitable for hotels. Give preference to housing versus hotel use on sites adjacent to predominantly single-family neighborhoods. [NEW POLICY] [L12] Program L4.4.1 Explore increasing hotel FAR from 2.0 to 3.0 in the University Avenue/Downtown area, and 2.5 in areas outside of Downtown. [NEW PROGRAM] [L201] Note: Added per 1/30/17 Council Motion REGIONAL CENTERS University Avenue/Downtown Policy L-4.5 Maintain and enhance the University Avenue/Downtown area as the central business districta major commercial center of the City, with a mix of commercial, civic, cultural, recreational and residential uses. Promote quality design that recognizes the regional and historical importance of the area and reinforces its pedestrian character. [(Previous Policy L-23) (Comp Plan Draft EIR Mitigation Measure AES-1)] [L76] Support implementation of the Downtown Urban Design Guide. [Previous Program L-19] Facilitate reuse of existing buildings. [Previous Program L-20] Policy L-4.6 Ensure that University Avenue/Downtown is pedestrian-friendly and supports bicycle use. Use public art, trees, bicycle racks and other amenities to create an environment that is inviting to pedestrians. and bicyclists. [Previous Policy L-24] [L77] Improve the University Avenue/Downtown area by adding landscaping and bicycle parking and encouraging large development projects to benefit the public by incorporating public art. [Previous Program L-21] Enhance the character of the South of Forest Area (SOFA) as a mixed use area. [Previous Policy L-25] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-39 Pursue redevelopment of pedestrian, bicycle, and transit connections to and from between the University Avenue Multi-modal Transit Station area, University Avenue/Downtown, and the Stanford Shopping Center. [Previous Policy L-27] [L78] Note: Redundant with Transportation Element Program T-1.10-1 to pursue improvements at the Transit Center to improve access for all modes. Program L4.6.1 Prepare a Coordinated Area Plan for the University Avenue Multi-modal Transit Station Area Downtown. [Previous Program L-22] [L79] Prepare a Coordinated Area Plan for the University Avenue Multi-Modal Transit Station Area. [Previous Program L-25] Stanford Shopping Center Policy L-4.7 Maintain Stanford Shopping Center as one of the Bay Area’s premiere regional shopping centers. Promote bicycle and pedestrian use and encourage any new development at the Center to occur through infill, including development on existing surface parking lots. [Previous Policy L-26] [L80] Al housing strategies are located in Goal L-2, including housing at Stanford Shopping Center. See Program L-2.4.2. Program L4.7.1 While preserving adequate parking to meet demand, identify strategies to reuse surface parking lots. [(Previous Program L-23) (Merged with Previous Policy L-27)] [L81] Maintain a Stanford Shopping Center development cap of 80,000 square feet of additional development beyond that existing on June 14, 1996. [Previous Program L-24] Establish the following unranked community design priorities for the Uni- versity Avenue Multi-modal Transit Station Area:  Improving pedestrian, bicycle, transit, and auto connections to create an urban link PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-40 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 between University Avenue/Downtown and Stanford Shop- ping Center.  Creating a major civic space at the Caltrain Station that links University Avenue/ Downtown and Palm Drive.  Infilling underutilized parcels with a mix of uses such as shopping, ho ing, office, hotel, and medical facilities.  Improving public park space.  Protecting views of the foothills by guiding building heights and mass- ing.[Previous Program L-26] MULTI-NEIGHBORHOOD CENTERS California Avenue Policy L-4.8 Maintain the existing scale, character, and function of the California Avenue business district as a shopping, service, and office center intermediate in function and scale between Downtown and the smaller neighborhood business areas. [Previous Policy L-28] [L82] Program L4.8.1 Prepare a coordinated area plan for the Fry's site and surrounding California Avenue area. The plan should describe a vision for the future of the Fry's site as a walkable neighborhood with multi‐family housing, ground floor retail, a public park, creek improvements, and an interconnected street grid. It should guide the development of the California Avenue area as a well-designed mixed use district with diverse land uses and a network of pedestrian- oriented streets. [NEW PROGRAM] [L69] Cal-Ventura Mixed Use Area Develop the Cal-Ventura area as a well-designed mixed use district with diverse land uses, two- to three-story buildings, and a network of pedestrian-oriented streets providing links to California Avenue.[Previous Policy L-31] Prepare a Coordinated Area Plan for the Cal- Ventura area. Use the land use diagram from the Community Design Workshop as the starting PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-41 point for preparing this Plan. [Previous Program L-30] Create a Coordinated Area Plan for the California Avenue area to guide its development as a well- designed mixed use district with diverse land uses and a network of pedestrian-oriented streets providing links to California Avenue. [(Previous Policy L-31) (Converted to Program)] [L83] Establish the following unranked priorities for redevelopment within the Cal-Ventura area:  Connect the Cal-Ventura area with the Multi- modal Transit Station and California Avenue. Provide new streets and pedestrian connections that complete the street grid and create a walkable neighborhood.  Fry’s Electronics site (300 Portage): Continued retail activity is anticipated for this site until 2019. A program should be developed for the future use of the site for mixed density multi- family housing and a park or other open space.  Hewlett-Packard: Uses that are compatible with the surrounding area and a site plan that facilitates pedestrian use of Park Boulevard.  North of Sheridan Avenue: Development of one or more of the City-owned parking lots with primarily residential uses, provided that public parking spaces are replaced.  Park Boulevard: Streetscape improvements.[Previous Program L-31] Program L4.8.2 Create regulations for the California Avenue area that allow for the re- placement or rehabilitationencourage the retention of smaller buildings while preventing buildings that are out of scale with to provide spaces for existing buildings. [Previous Program L-27] [L84] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-42 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Work with merchants, property owners, and City representatives to create an urban design guide for the California Avenue business district. [Previous Program L-28] Encourage residential and mixed use residential development in the California Avenue area.[Previous Policy L-29] Revise zoning of the California Avenue business district to reduce the non- residential development potential to levels comparable to other commer- cial areas in the City while retaining substantial residential development potential.[Previous Program L-29] Policy L-4.9 Improve the transition between the California-Cambridge area and the single family residential neighborhood of Evergreen Park. Avoid abrupt changes in scale and density between the two areas. [Previous Policy L-30] [L85] Town and Country Village Policy L-4.10 Maintain Recognize and preserve Town and Country Village as an attractive community-serving retail center. serving Palo Altans and residents of the wider region. Future development at this site should preserve its existing amenities, pedestrian scale, and architectural character. while also improving safe access for bicyclists and pedestrians and increasing the amount of bicycle parking. [Previous Policy L-32] [L88] Policy L-4.11 In Town and Country Village, encourage housing development consistent with a vibrant business retail environment and urban greening. [Previous Policy L-33] [L89] Policy L-4.12 In Town and Country Village,encourage improvement of pedestrian, bicycle, and auto circulation and landscaping improvements, including maintenance of existing oak trees and planting additional trees. [Previous Policy L-34] [L90] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-43 South El Camino Real Establish the South El Camino Real area as a well-designed, compact, vital, Multi-neighborhood Center with diverse uses, a mix of one-, two, and three-story buildings, and a network of pedestrian-oriented streets and ways.[Previous Policy L-35] Prepare a Coordinated Area Plan for the South El Camino Real area. Use the land use map from the Community Design Workshop as a starting point for preparing this Plan. [Previous Program L-32] Enhance the pedestrian environment along South El Camino Real, redesigning the street to provide wider sidewalks, increased building setbacks, safe pedestrian crossings at key intersections, trees, and streetscape improvements, consistent with the recommendations in the Grand Boulevard Design Guidelines. [(Previous Program L-33) (Converted to Policy) (Consistent with Comp Plan Draft EIR Mitigation Measure AES 1)] [L86] Note: Deleted per 1/30/17 Council Motion Provide better east-west connections across El Camino Real to bring neighborhoods together and to improve linkages to local schools and parks. [Previous Program L-34] [L87] Note: Redundant with Policy T-3.13 in the Transportation Element, which also addresses east-west connections. Allow a full range of office and retail uses on shallow parcels along South El Camino Real, subject to adequate buffering from adjacent residential uses.[Previous Policy L-36] Consider Transfer of Development Rights (TDR) as a tool to encourage re-development and/or community-serving amenities along South El Camino Real.[Previous Program L-35] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-44 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 NEIGHBORHOOD CENTERS Alma Plaza, Charleston Center, Edgewood Plaza, Midtown Policy L-4.13 MaintainImprove the scale and local-serving focus of Palo Alto’s four, and provide safe pedestrian, bicycle, and multimodal access to all three Palo Alto Neighborhood Centers. – Charleston Shopping Center, Edgewood Plaza, and Midtown Shopping Center. Support their continued improvement and vitality. [Previous Policy L-37] [L91] Evaluate current zoning to determine if it supports the types of uses and scale of buildings considered appropriate in Neighborhood Centers. [Previous Program L-36] Encourage property owners within Neighborhood Centers to prepare mas- ter plans, with the participation of local businesses, property owners, and nearby residents. [Previous Program L-37] Policy L-4.14 Encourage maximum use of Neighborhood Centers by ensuring that the publicly maintained areas are clean, well-lit, and attractively landscaped. [Previous Policy L-38] [L92] Facilitate opportunities to improve pedestrian-oriented commercial activity within Neighborhood Centers. [Previous Policy L-39] Revise land use and zoning designations as needed to encourage medium- density housing (20 to 25 units per acre) within or near Neighborhood Cen- ters served by public transportation to support a more vital mix of commer- cial activities.[Previous Program L-38] Midtown Policy L-4.15 Revitalize Midtown Shopping Center as an attractive, compact pedestrian-oriented, one- to two-story Neighborhood Center with diverse local-serving uses, a mix of one- and two-story buildings, and adequate parking, and a network of pedestrian-oriented streets, ways and gathering places. Encourage retention of Midtown’s grocery PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-45 storesstore and encourage a variety of neighborhood retail shops and services.[Previous Policy L-40] [L93] Prepare a plan for Midtown with the participation of property owners, local businesses, and nearby residents. Consider the Midtown Economic Study and the land use concepts identified during the 1994 Community De- sign Workshop in developing the plan. The plan should have a special em- phasis on public improvements, including parking, street furniture and signage.[Previous Program L-39] Make improvements to Middlefield Road in Midtown that slow traffic, en- courage commercial vitality, make the street more pedestrian-friendly, and unify the northeast and southwest sides of the commercial area, with consid- eration given to traffic impacts on the residential neighborhood. [Previous Program L-40] Support bicycle and pedestrian trail improvements along a restored creek within Hoover Park. [Previous Program L-41] Maintain existing residential uses within the Midtown area and encourage additional residential development. [Previous Policy L-41] Retain the existing housing along Colorado Avenue and consider increasing the density to allow townhouses, co-housing, and/or housing for the disabled. [Previous Program L-42] EMPLOYMENT DISTRICTS GOAL L-5 High quality employment districts, each with their own distinctive character and each contributing to the character of the city as a whole. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-46 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-5.1 Encourage Foster compact Employment Districts to developed in a way that facilitates transit, pedestrian and bicycle travel. Provide mixed uses to reduce the number of auto trips. [Previous Policy L-42 and L- 44] [L94] and [L97] Modify existing zoning regulations and create incentives for employers to pro- vide employee services in their existing buildings—for example, office support services, restaurants, convenience stores, public gathering places, and child care facilities—to reduce the need for employees to drive to these services.[Previous Program L-43] Program L5.1.1 Explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start- ups, retail, transit hub, and other community- supporting services that are compatible with the existing uses, to create a vibrant innovation- oriented community. [NEW PROGRAM] [L98] Policy L-5.2 Provide landscaping, trees, sidewalks, pedestrian paths, and connections to the citywide bikeway system within Employment Districts. Pursue opportunities to buildinclude sidewalks, paths, low water use landscaping, recycled water, and pathstrees and remove grass turf in renovation and expansion projects. [Previous Policy L-43] [L95] Revised to be consistent with wording in Safety Element Policy L-5.3 Design the paths and sidewalks to be attractive and comfortable and consistent with the character of the area where they are located. [(Previous Program L-44) (Converted to Policy)] [L96] Foster compact employment centers served by a variety of transportation modes. [Previous Policy L-44] [L97] Combined with L- 5.1 [L94] above. Create and apply zoning standards and design guidelines for commercial hotels and conference centers.[Previous Program L-45] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-47 Evaluate the optimum number of future hotel rooms for Palo Alto and consider reductions in the allowable floor area ratio as appropriate. [NEW PROGRAM] [L99] Note: Deleted per 1/30/17 Council Motion to consider increasing hotel FAR. Stanford Medical Center Develop Stanford Medical Center in a manner that recognizes the citywide goal of compact, pedestrian-oriented development as well as the functional needs of the Medical Center.[Previous Policy L-45] Work with Stanford to prepare an area plan for the Stanford Medical Center. [Previous Program L-46] East Bayshore and San Antonio Road/Bayshore Corridor Policy L-5.4 Maintain the East Bayshore and San Antonio Road/Bayshore Corridor areas as diverse business and light industrial districts, Consider the, consistent with the approved 2012 East Meadow Circle Area as a potential site for higher density housing that provides a transition between existing housing andConcept Plan (Appendix Y of this Comprehensive Plan). [Previous Policy L-46] [L100] Implement the 2012 East Meadow Circle Concept Plan (Appendix Y of this Comprehensive Plan) when approving new development or other improvements within the Plan area. [NEW PROGRAM] [L101] Note: Not necessary – redundant with Policy L-5.4 [L100] above. Consider the East Meadow Circle Area as a potential site for higher density housing that provides a transition between existing housing and nearby industrial improvements. [Previous Policy L- 47] Undertake a Community Design Workshop for the East Meadow Circle Area. [Previous Program L-47] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-48 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 GOAL L-6 Well-designed buildings that create coherent development patterns and enhance city streets and public spaces. DESIGN OF BUILDINGS AND PUBLIC SPACES Buildings Policy L-6.1 Promote high quality, creative design and site planning that is compatible with surrounding development and public spaces. [(Comp Plan Draft EIR Mitigation Measure AES-1, LAND-1, LAND-2) (Previous Policy L-48)] [L102] Program L6.1.1 Promote awards programs and other forms of public recognition for projects of architectural merit that contribute positively to the community. [Previous Program L-53] [L103] Policy L-6.2 Use the Zoning Ordinance, design review process, design guidelines, and Coordinated Area Plans to ensure high quality residential and commercial design and architectural compatibility. [(Previous Program L-48)(Comp Plan Draft EIR Mitigation Measure LAND-1, LAND-2)] [L104] Policy L-6.3 Require bird-friendly design. [NEW POLICY] [L105] Program L6.3.1 Develop guidelines for bird-friendly building design that minimizes hazards for birds and reduces the potential for collisions. [NEW PROGRAM] [L106] Policy L-6.4 In areas of the City having a historic or consistent design character, encourage the design of new development to maintain and support the existing character. [(Previous Program L-49) (Converted to Policy) (Comp Plan Draft EIR as Mitigation Measure AES-1)] [L107] Policy L-6.5 Guide development to respect views of the foothills and East Bay hills from public streets in the developed portions of the City. [Previous Policy L-3] [L108] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-49 Policy L-6.6 Design buildings to revitalizecomplement streets and public spaces; to promote personal safety, public health and well-being; and to enhance a sense of community and personal safety. Provide an ordered variety of entries, porches, windows, bays and balconies along public ways where it is consistent with neighborhood character; avoid blank or solid walls at street level; and include human-scale details and massing. [Previous Policy L-49] [L109] Undertake a comprehensive review of residential and commercial zoning requirements to identify additional architectural standards that should be incorporated to implement Policy L-49. [Previous Program L- 50] Use illustrations and form code methods for simplifying the Zoning Ordinance and to promote well-designed buildings. [Previous Program L-51] Program L6.6.1 Create and apply the following four new Mixed Use zoning standards: A “Live/Work” designation that permits individuals to live on the same site where they work by allowing housing and other uses such as office, retail, and light industrial to co-exist in the same building space; and “Retail/ Office,” “Residential/Retail,” and “Residential/Office” designations that permit a mix of uses on the same site or nearby sites. Develop Modify design standards for all mixed use designations providing for buildings with one to three stories, rear parking projects to promote a pedestrian-friendly relationship to the street, including elements such as screened parking or underground parking, street-facing windows and entries, and zero setback along the street, except that front gardens may be provided for ground floor residential uses. porches, windows, bays and balconies along public ways, and landscaping, and trees along the street. Avoid blank or solid walls at street level. [Previous Program L-10] [L122] and [L110] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-50 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-6.7 Where possible, avoid abrupt changes in scale and density between residential and non-residential areas and between residential areas of different densities. To promote compatibility and gradual transitions between land uses, place zoning district boundaries at mid-block locations rather than along streets wherever possible. [(Note: Council Motion 1/30/17: This is exact wording of Previous Policy L-6)(Comp Plan Draft EIR Mitigation Measure LAND-1, LAND-2)] [L117] Program L6.7.1 Implement architectural standards to assure they effectively address land use transitions. [(NEW PROGRAM)(Comp Plan Draft EIR Mitigation Measure LAND-2)] [L118] Policy L-6.8 Support existing regulations that preserve exposure to natural light for single-family residences. [NEW POLICY] [L119] Consider revising development standards in the Community Commercial, Service Commercial, and Downtown Commercial Districts (CC, CS, and CD) and the Neighborhood Commercial District (CN) along El Camino Real to incentivize the conversion of non-retail commercial FAR to residential use. [NEW PROGRAM] [L123] Note: Combined with Program L-2.4.4 [L21] about FAR conversion, moved to Goal L-1 above. Policy L-6.9 Discourage the use of fences that obscure the view of the front of houses from the street. [(Previous Program L-52)(Converted to Policy)] [L125] Policy L-6.10 Encourage high quality signage that is attractive, energy-efficient, appropriate for the location, and balances visibility needs with aesthetic needs. [Previous Policy L-50] [L126] GOAL L-7 Conservation and preservation of Palo Alto’s historic buildings, sites, and districts. HISTORIC CHARACTER RESOURCES Policy L-7.1 Encourage public and private upkeep and preservation of resources that have historic merit, including residences listed in the City’s Historic Resource Inventory, the California Register of Historical PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-51 Resources, or the National Register of Historic Places. [Previous Policy L-51] [L127] Program L7.1.1 Review and uUpdate and maintain the City’s Historic Resource Inventory of to determine all historic resources, including City-owned structures that are eligible for the California Register as well as important examples of California history or prehistory. Historic resources may consist of a single building or structure or a district. [(Previous Program L-54)( Draft EIR Mitigation Measure CULT-1b)] [L128] Program L7.1.2 Reassess the Historic Preservation Ordinance to ensure its effectiveness in the maintenance and preservation of historic resources, particularly in the University Avenue/Downtown area. [Previous Program L-55] [L129] Maintain and strengthen the design review procedure for exterior remodel- ing or demolition of historic resources. Discourage demolition of historic resources and severely restrict demolition of Landmark resources. [Previous Program L-56] Policy L-7.2 If a proposed development would affect a potential historic resource that has not been evaluated for inclusion into the City’s Historic Resources Inventory, consider whether it is eligible for inclusion in the City’s Inventory prior to the issuance of a demolition or alterations permit. [(NEW POLICY) (Comp Plan Draft EIR Mitigation Measure CULT-1c)] [L130] Policy L-7.3 Actively seek state and federal funding for the preservation of buildings of historical merit and consider public/private partnerships for capital and program improvements. [Previous Policy L-53] [L131] Support the goals and objectives of the Statewide Comprehensive Historic Preservation Plan for California. [Previous Policy L-54] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-52 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-7.4 Relocation may be considered as a preservation strategy when consistent with State and National Standards regarding the relocation of historic resources. [Previous Policy L-55] [L132] Policy L-7.5 To reinforce the scale and character of University Avenue/Downtown, promote the preservation of significant historic buildings. [Previous Policy L-56] [L133] Policy L-7.6 Promote awards programs and other forms of public recognition for exemplary Historic Preservation projects. [(Previous Program L-62) (Converted to Policy)] [L134] Policy L-7.7 Streamline, to the maximum extent feasible, any future processes for design review of historic structures to eliminate unnecessary delay and uncertainty for the applicant and to encourage historic preservation. [(Previous Program L-63) (Converted to Policy)] [L135] REHABILITATION AND REUSE Policy L-7.8 Promote adaptive reuse of old buildings. [Previous Policy L-58] [L136] Program L7.8.1 Develop incentives for the retention and rehabilitation of buildings with historic merit in all zones and revise existing zoning and permit regulations as needed to minimize constraints to adaptive reuse, particularly in retail areas. [(Previous Policy L-57) (Converted to Program)] [L137] Program L7.8.2 Create incentives to Eencourage salvage and reuse of discarded historic building materials. [Previous Program L-57] [L138] Program L7.8.3 For proposed exterior alterations or additions to designated Historic Landmarks, require design review findings that the proposed changes are in compliance with the Secretary of the Interior Standards for Rehabilitation. [Previous Program L-58] [L139] Follow the procedures established in the State Public Resources Code for the protection of designated historic buildings damaged by earthquake or other natural disaster.[Previous Policy L-59] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-53 Seek additional innovative ways to apply current codes and ordinances to older buildings. Use the State Historical Building Code for designated historic buildings. [Previous Program L-65] Revise existing zoning and permit regulations as needed to minimize con- straints to adaptive reuse, particularly in retail areas. [Previous Program L-66] Policy L-7.9 Allow compatible nonconforming uses for the life of historic buildings. [(Previous Program L-61) (Converted to Policy)] [L140] Policy L-7.10 Ensure the preservation of significant historic resources owned by the City of Palo Alto. Allow such resources to be altered to meet contemporary needsprovided that the preservations standards adopted by the City Council are satisfied. consistent with the Secretary of the Interior Standards for Rehabilitation. [Previous Policy L-52] [L141] Policy L-7.11 Maintain the historic integrity of building exteriors. Allow Consider parking exceptions for historic buildings to encourage rehabilitation. Require design review findings that the historic integrity of the building exterior will be maintained. [(Previous Program L-59)(Converted to Policy)] [L142] Program L7.11.1 Review parking exceptions for historic buildings in the Zoning Code to determine if there is an effective balance between historic preservation and meeting parking needs. [NEW PROGRAM] [L143] Policy L-7.12 Encourage and assist owners of historically significant buildings in finding ways to adapt and rehabilitate these buildings, including participation in state and federal tax relief programs.[(Previous Program L-64) (Converted to Policy)] [L144] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-54 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-7.13 Continue to use a TDR Ordinance to allow the transfer of development rights from designated buildings of historic significance in the Commercial Downtown (CD) zone to non-historic receiver sites in the CD zone.Planned Community (PC) zone properties in the Downtown also qualify for this program. Consider revising the TDR Ordinance so that transferred development rights may be used only for residential development on the receiver sites. [Previous Program L-60] [L145] and [L30] ARCHAEOLOGICAL RESOURCES Policy L-7.14 Protect Palo Alto’s archaeological resources, including natural land formations, sacred sites, the historical landscape, historic habitats, and remains of settlements here before the founding of Palo Alto in the nineteenth century. [(Previous Policy L-60)(Comp Plan Draft EIR Mitigation Measure CULT-1c)] [L146] Policy L-7.15 Continue to consult with tribes as required by California Government Code Section 65352.3. In doing so, use appropriate procedures to accommodate tribal concerns when a tribe has a religious prohibition against revealing precise information about the location or previous practice at a particular sacred site. [(NEW POLICY) (Comp Plan Draft EIR Mitigation Measure CULT-3)] [L147] Policy L-7.16 Using the archaeological sensitivity map in the Comprehensive Plan as a guide, continue to aAssess the need for archaeological surveys and mitigation plans on a project-by-project basis, consistent with the California Environmental Quality Act and the National Historic Preservation Act. [(Previous Program L-67)(Converted to Policy)(Comp Plan Draft EIR Mitigation Measure CULT-3)] [L148] Policy L-7.17 Ensure that developers understand their obligation to meet state codes regarding the identification and protection of archaeological and paleontological deposits. [(NEW POLICY)(Comp Plan Draft EIR Mitigation Measure CULT-3] [L149] PARKS AND GATHERING PLACES GOAL L-8 Attractive and safe parks, civic and cultural facilities provided in all neighborhoods and maintained and used in ways that foster and enrich public life. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-55 Policy L-8.1 Facilitate creation of new parkland to serve Palo Alto's residential neighborhoods, as consistent with the Parks, Trails, Open Space and Recreation Master Plan. [NEW POLICY] [L150] Note: Programs below relocated to Goal C-4 in CSF, which is about providing parks: Encourage dedication of new land for parks through regulations and incentives for new development and programs to solicit bequests of land within the city. [NEW PROGRAM] [L151] Pursue opportunities to create linear parks over the Caltrain tracks in the event the tracks are moved below grade. [NEW PROGRAM] [L152] Explore ways to dedicate a portion of in-lieu fees towards acquisition of parkland, not just improvements. [NEW PROGRAM] [L153] Explore opportunities to dedicate City‐owned land as parkland to protect and preserve its community serving purpose into the future. [NEW PROGRAM] [L154] Promote the use of community and cultural centers, libraries, local schools, parks, and other community facilities as gathering places. Ensure that they are inviting and safe places that can deliver a variety of community services during both daytime and evening hours.[Previous Policy L-61] To help satisfy present and future community use needs, coordinate with the School District to educate the public about and to plan for the future use of school sites, including providing space for public gathering places for neigh- borhoods lacking space. [Previous Program L-68] Enhance all entrances to Mitchell Park Community Center so that they are more inviting and facilitate public gatherings. [Previous Program L-69] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-56 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Study the potential for landscaping or park furniture that would promote neighborhood parks as outdoor gathering places and centers of neighborhood activity. [Previous Program L-70] Policy L-8.2 Provide comfortable seating areas and plazas with places for public art adjacent to library and community center entrances. [Previous Policy L-62] [L156] Policy L-8.3 Encourage small-scale local-serving retail services, such as small cafes, delicatessens, and coffee carts, in Ccivic Ccenters: Mitchell Park, Rinconada Library, and Cubberly Community Center. [Previous Policy L-63] [L157] Policy L-8.4 Create facilities for civic and intellectual life, such as better urban public spaces for civic programs and speakers, cultural, musical and artistic events. [NEW POLICY] [L158] PUBLIC ART Policy L-8.5 Promote and maintain Recognize public art and cultural facilities as a community benefit. Encourage the development of new and the enhancement of existing public and private art and cultural facilities throughout Palo Alto. Ensure that such projects are compatible with the character and identity of the surrounding neighborhood. [Previous Policy L-72] [L159] Consider public art and cultural facilities as a public benefit in connection with new development projects. Consider incentives for including public art in large development projects. [Previous Policy L-73] Use the work of artists, craftspeople, architects, and landscape architects in the design and improvement of public spaces. [Previous Policy L-74] Minimize the negative physical impacts of parking lots. Locate parking behind buildings or underground wherever possible. [Previous Policy L-75] Revise the Zoning Ordinance to require the location of parking lots behind buildings rather PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-57 than in front of them, under appropriate conditions. [Previous Program L-73] Modify zoning standards pertaining to parking lot layout and landscaping for land uses within Employment Districts. [Previous Program L-74] Policy L-8.6 Seek potential new sites for art and cultural facilities, public spaces, open space, and community gardens that encourage and support pedestrian and bicycle travel and person-to-person contact, particularly in neighborhoods that lack these amenities. [Previous Policy L-64] [L160] Policy L-8.7 Encourage religious and private institutions to provide facilities that promote a sense of collaborate with the community and are compatible with the surrounding neighborhood.[Previous Policy L-65] [L161] PUBLIC WAYS STREETS AND PUBLIC SPACES GOAL L-9 Attractive, inviting public spaces and streets that enhance the image and character of the city. STREETS AND PATHSPARKING Policy L-9.1 Recognize Sand Hill Road, University Avenue between Middlefield Road and San Francisquito Creek, Embarcadero Road, Page Mill Road, Oregon Expressway, Interstate 280, Arastradero Road (west of Foothill Expressway), Junipero Serra Boulevard/Foothill Expressway, and Skyline Boulevard as scenic routes and preserve of Palo Alto roads and trails for motorists, cyclists, pedestrians, and equestrians.their scenic qualities. [(Previous Policy L-69) (Previous Program L-71)] [L162] Program L9.1.1 Evaluate existing zoning code setback requirements to ensure they are appropriate for scenic routes. [NEW PROGRAM] [L163] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-58 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-9.2 Encourage development that creatively integrates parking into the project, including by locating it behind buildings or underground wherever possible, or by providing for shared use of parking areas. Encourage other alternatives to surface parking lots that minimize the amount of land devoted to parking while still maintaining safe streets, street trees, a vibrant local economy, and sufficient parking to meet demand. [Previous Policy L-78] [L164] Maintain an aesthetically pleasing street network that helps frame and define the community while meeting the needs of pedestrians, bicyclists, and motorists.[Previous Policy L-66] Balance traffic circulation needs with the goal of creating walkable neighborhoods that are designed and oriented towards pedestrians. [Previous Policy L-67] Integrate creeks and green spaces with the street and pedestrian/bicycle path system. [Previous Policy L-68] Policy L-9.3 Treat residential streets as both public ways and neighborhood amenities. Provide and maintain continuous sidewalks, healthy street trees, benches, and other amenities that favor pedestrianspromote walking and “active” transportation. [Previous Policy L-17] [L172] Program L9.3.1 Review standards for streets and signage and update as needed to foster natural, tree-lined streets with a minimum of signage. [NEW PROGRAM] [L173] Require new or redesigned parking lots to optimize pedestrian and bicycle safety. [NEW POLICY] [L165] Note: Moved to Transportation Element Goal T-5, section on Parking Design. Continue to use the El Camino Real Design Guidelines and the Zoning Ordinance to enhance the visual character of this corridor by addressing appropriate sidewalk widths and encouraging building forms, massing, and setbacks that relate to the street and the pedestrian, whether through traditional architectural forms or innovative new designs. Consider whether sidewalk widths and building setback should also be addressed along PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-59 other major thoroughfares such as Alma Street and Charleston Road. [(NEW PROGRAM) (Comp Plan Draft EIR Mitigation Measure AES-1)] [L167] Note: 1/30/2017 Council Motion to maintain this program failed. Involve tree owners in tree maintenance programs. [NEW PROGRAM] [L168] Note: Redundant with Natural Environment Element programs and policies on engaging residents and others to care for trees. PUBLIC SPACES Policy L-9.4 Maintain and enhance existing public gathering places and open spaces and integrate new public spaces at a variety of scales. [NEW POLICY] [L169] Policy L-9.5 Encourage use of data driven, innovative design methods and tactics and use data to understand to evaluate how different community members use public space. [NEW POLICY] [L155] Policy L-9.6 Create, Ppreserve and enhance the public parks and publicly accessible, shared outdoor gathering spaces within walking and biking distance of residential neighborhoods. Ensure that each residential neighborhood has such spaces. [Previous Policy L-15] [L170] Program L9.6.1 Analyze existing neighborhoods and determine where publicly accessible shared, outdoor gathering spaces are below the citywide average. Create new public spaces, including public squares, parks and informal gathering spaces in these neighborhoods. [NEW PROGRAM] [L171] GATEWAYS Policy L-9.7 Strengthen the identity of important community-wide gateways, including the entrances to the City at Highway 101, El Camino Real and Middlefield Road; the Caltrain stations; entries to commercial districts; and Embarcadero Road at El Camino Real, and between Palo Alto and Stanford. [Previous Policy L-71] [L174] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-60 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Program L9.7.1 Develop a strategy to enhance gateway sites with special landscaping, art, public spaces, and/or public buildings. Emphasize the creek bridges and riparian settings at the entrances to the City over Adobe Creek and San Francisquito Creek. [Previous Program L-72] [L175] URBAN FOREST Policy L-9.8 Incorporate the goals of the Urban Forest Master Plan, as periodically amended, into the Comprehensive Plan by reference in order to assure that new land uses recognize the many benefits of trees in the urban context and foster a healthy and robust tree canopy throughout the City. [NEW POLICY] [L176] Program L9.8.1 Establish incentives to encourage native trees, and low water use plantings in new development throughout the city. [NEW PROGRAM] [L177] Update City requirements regarding trees and other landscaping that capture and filter stormwater within surface parking lots to take advantage of new technology. [(Previous Policy L-76) (Converted to Program)] [L178] Moved to Transportation Element Goal T-5 section on Parking design and water quality. Consider Zoning Ordinance amendments for parking lot landscaping, includ- ing requiring a variety of drought-tolerant, relatively litter-free tree species capable of forming a 50 percent tree canopy within 10 to 15 years. Consider further amendments that would require existing nonconforming lots to come into compliance wherever possible.[Previous Program L-75] Encourage alternatives to surface parking lots to minimize the amount of land that must be devoted to parking, provided that economic andtraffic safety goals can still be achieved. [Previous Policy L-77] Evaluate parking requirements and actual parking needs for specific uses. Develop design criteria PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-61 based on a standard somewhere between average and peak conditions. [Previous Program L-76] Revise parking requirements to encourage creative solutions such as valet parking, landscaped parking reserves, satellite parking, and others that mini- mize the use of open land for parking. [Previous Program L-77] Encourage the use of Planned Community (PC) zoning for parking structures Downtown and in the California Avenue area. [Previous Program L-78] Policy L-9.9 Involve the Urban Forester, or appropriate City staff, in development review. [NEW POLICY] [L179] Policy L-9.10 Recognize the urban forest as City infrastructure to be maintained in accordance with applicable guidelines and requirements. [NEW POLICY] [L180] STREET TREES Enhance tree health and the appearance of streets and other public spaces through regular maintenance as well as tree and landscape planting and care of the existing canopy. [Previous Policy L-70] [L166] Note: Moved to Natural Environment Element Goal N-2, section on Protection and Expansion of urban forest. UTILITIES AND INFRASTRUCTURE Policy L-9.11 Design public infrastructure, including paving, signs, utility structures, parking garages and parking lots to meet high quality urban design standards and embrace technological advances. Look for opportunities to use art and artists in the design of public infrastructure. Remove or mitigate elements of existing infrastructure that are unsightly or visually disruptive. [Previous Policy L-79] [L181] Undertake a coordinated effort by the Public Works, Utilities, and Planning Departments to establish design standards for public infrastructure and ex- amine the effectiveness of City street, sidewalk and street tree maintenance programs. [Previous Program L-79] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-62 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Program L9.11.1 Continue the citywide undergrounding of utility wires. Minimize the impacts of undergrounding on street tree root systems and planting areas. [Previous Program L-80] [L182] Program L9.11.2 Encourage the use of compact and well-designed utility elements, such as transformers, switching devices, and backflow preventers, and telecommunications infrastructure. Place these elements in locations that will minimize their visual intrusion. [Previous Program L-81] [L183] Policy L-9.12 Provide utilities and service systems to serve all urbanized areas of Palo Alto and plan infrastructure maintenance and improvements to adequately serve existing and planned development. [(NEW POLICY) (PTC Policy L2.9, edited)] [L184] Develop an Infrastructure Master Plan that projects the future needs of streets, underground utilities, and all City assets and plans for the incorporation of new technology that improves efficiency and effectiveness. [(NEW PROGRAM) (PTC Program L2.9.1)] [L185] Note: Moved to telecommunications section of Safety Element. Program L9.12.1 Implement the findings of the City’s Infrastructure Blue Ribbon Committee and its emphasis for rebuilding our civic spaces. [(NEW PROGRAM) (PTC Program L2.9.8)] [L186] Program L9.12.2 Identify City-owned properties where combinations of wireless facilities can be co-located, assuming appropriate lease agreements are in place. [(NEW PROGRAM)(PTC Program L2.9.5)] [L187] BAYLANDS Palo Alto is committed to preservation of the Baylands as called for in the Baylands Master Plan, which is incorporated here by reference. [NEW POLICY] [L189] Note: Moved to Natural Environment Element Goal N-1 section on preserving and protecting the Baylands. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-63 GOAL L-10 Maintain an economically viable local airport with minimal environmental impacts. PALO ALTO AIRPORT Policy L-10.1 Support the continued vitality and effectiveness of the Operate Palo Alto Airport (PAO) as a vital and efficient facility at its current level of operation without significantly increasing its intensity or intruding into open space areas. The Airport PAO should remain limited to a single runway and two fixed base operators minor expansion shall only be allowed in order to meet federal and State airport design and safety standards. [(Previous Policy T-57)] [L190] Program L10.1.1 Encourage Santa Clara County to rRelocate the terminal building away from the Runway 31 clear zone and closer to the hangars, allowing for construction of a new replacement terminal. [(Previous Program T-58)] [L191] Program L10.1.2 Update the Airport Layout Plan in accordance with Federal Aviation Administration requirements, as needed, while ensuring conformance with the Baylands Master Plan to the maximum extent feasible. [NEW PROGRAM] [L192] Program L10.1.3 Identify and pursue funding to address maintenance, safety and security improvements needed at PAO. [NEW PROGRAM] [L193] Policy L-10.2 Regulate land uses in the Airport Influence Area to ensure consistency with the Palo Alto Airport Comprehensive Land Use Plan and the Baylands Master Plan. [NEW POLICY] [L188] Policy L-10.3 Minimize the environmental impacts associated with PAO operations, including adverse effects on the character of surrounding open space, noise levels, and the quality of life in residential areas, as required by federal and State requirements. [NEW POLICY] [L194] Program L10.3.1 Establish and implement a system for processing, tracking and reporting noise complaints regarding local airport operations on an annual basis. [NEW PROGRAM] [L195] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-64 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Program L10.3.2 Work with the airport to pursue opportunities to enhance the open space and habitat value of the airport. These include:  maintaining native grasses;  reconstructing levees to protect the airport from sea level rise while enhancing public access and habitat conservation; and  evaluating the introduction of burrowing owl habitat. This program is subject to federal wildlife hazard requirements and guidelines for airports. [NEW PROGRAM] [L196] Policy L-10.4 Provide public access to the Airport for bicyclists and pedestrians. [NEW POLICY] [L197] Program L10.4.1 Continue to Pprovide a planting strip and bicycle/pedestrian path adjacent to Embarcadero Road that is. consistent with the Baylands Master Plan and open space character of the baylands subject to federal and State airport regulations. [(Previous Program T-57)] [L198] Policy L-10.5 Address the potential impacts of future sea level rise through reconstruction of the Bayfront levee in a manner that provides protection for the Airport and greater habitat along the San Francisco Bay frontage. [NEW POLICY] [L199] Policy L-10.6 Encourage the use of alternatives to leaded fuel in aircraft operating in and out of Palo Alto Airport. [NEW POLICY] [L200] CITY OF PALO ALTO CITY COUNCIL ACTION MINUTES Page 1 of 12 Special Meeting January 30, 2017 The City Council of the City of Palo Alto met on this date in the Council Chambers at 5:07 P.M. Present: DuBois arrived at 5:15 P.M., Filseth, Fine, Holman, Kniss, Kou, Scharff, Tanaka, Wolbach Absent: Closed Session 1. CONFERENCE WITH CITY ATTORNEY-EXISTING LITIGATION Subject: Buena Vista MHP Residents Association v. City of Palo Alto, Santa Clara County Superior Court, Case No. 115-CV-284763 Subject Authority: Government Code Section 54956.9(d)(1). MOTION: Vice Mayor Kniss moved, seconded by Council Member Wolbach to go into Closed Session. MOTION PASSED:8-0 DuBois absent Council went into Closed Session at 5:07 P.M. Council returned from Closed Session at 6:06 P.M. Mayor Scharff announced no reportable action. Special Orders of the Day 2. Selection of Applicants to Interview on February 1, 2017 for the Historic Resources Board, the Parks and Recreation Commission, and the Planning and Transportation Commission. MOTION:Mayor Scharff moved, seconded by Council Member Holman to: A. Interview all new applicants for the Parks & Recreation Commission and the Planning & Transportation Commission; and Attachment E - January 30, 2017 and March 27, 2017 Action Minutes ACTION MINUTES Page 2 of 12 City Council Meeting Action Minutes: 1/30/17 B. Interview all previously interviewed applicants for the Parks & Recreation Commission and the Planning & Transportation Commission if they would like a second interview; and C. Limit Planning & Transportation Commission interviews to 10 minutes. SUBSTITUTE MOTION:Vice Mayor Kniss moved, seconded by Council Member XX to interview all new applicants for the Parks & Recreation Commission and the Planning & Transportation Commission. SUBSTITUTE MOTION FAILED DUE TO THE LACK OF A SECOND MOTION PASSED:9-0 Agenda Changes, Additions and Deletions None. Consent Calendar MOTION:Vice Mayor Kniss moved, seconded by Mayor Scharff to approve Agenda Item Numbers 3-4. 3. Approval of the Acceptance and Expenditure of Citizens Options for Public Safety (COPS) Funds on Various Law Enforcement Equipment and Approval of a Budget Amendment in the Law Enforcement Services Fund. 4. Resolution 9664 Entitled, “Resolution of the Council of the City of Palo Alto in Collaboration With the Cities of Redwood City, Menlo Park, and Mountain View Directing Staff to Participate in Sub-regional Planning on Bike Routes.” MOTION PASSED:9-0 Action Items 5. Comprehensive Plan Update: City Council Review & Direction Regarding the Draft Land Use & Community Design Element and the Revised Draft Transportation Element. MOTION:Council Member Wolbach moved, seconded by Mayor Scharff to direct Staff to include in the final Draft of the Comprehensive Plan Update: ACTION MINUTES Page 3 of 12 City Council Meeting Action Minutes: 1/30/17 A. Cumulative Cap: Policy L-1.10 would maintain a Cumulative Cap of 1.7 million square feet, which is the square footage remaining under the existing cap, focus the Cap on Office/R&D uses and apply it citywide rather than only in “monitored areas.” It would also exempt medical office uses in the Stanford University Medical Center (SUMC) area (the current cap does not apply to this geographic area), and require annual monitoring to assess the effectiveness of development requirements and determine whether the cap and the development requirements should be adjusted; and B. Annual Limit: Direct Staff to return with a permanent Ordinance addressing the Annual Limit, separate from the Comprehensive Plan Update; and C. Downtown Cap: Eliminate the Downtown cap found in existing Program L-8 and focus on monitoring development and parking demand. AMENDMENT:Council Member Filseth moved, seconded by Council Member DuBois to replace Part C of the Motion with, “retain the existing Downtown Cap for 45,000 square feet and exempt retail from the Cap.” INCORPORATED INTO THE AMENDMENT WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Amendment, “and hotels” after “exempt retail.” AMENDMENT RESTATED:Council Member Filseth moved, seconded by Council Member DuBois to replace Part C of the Motion with, “Program L-1.16.4 would retain a Downtown Cap of about 45,000 square feet for Office/R&D similar to Program L-1.16.2, and would also Cap new hotel development at 50,000 square feet.” AMENDMENT AS AMENDED FAILED:4-5 DuBois, Filseth, Holman, Kou yes AMENDMENT:Council Member Fine moved, seconded by Council Member Tanaka to add to Motion Part A, “with the exception of the Stanford Research Park” after “apply it citywide.” AMENDMENT FAILED:2-7 Fine, Tanaka yes ACTION MINUTES Page 4 of 12 City Council Meeting Action Minutes: 1/30/17 INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace Part B of the Motion with, “direct Staff to make permanent the Annual Limit Ordinance of 50,000 Square Feet, separate from the Comprehensive Plan Update.” AMENDMENT:Council Member Fine moved, seconded by Council Member XX to add to Motion Part C, “and initiate a community driven Specific Area Plan for the Downtown Area.” AMENDMENT WITHDRAWN BY THE MAKER AMENDMENT: Council Member DuBois moved, seconded by Council Member Holman to replace Part B of the Motion with, “Policy L-1.14 would perpetuate the interim annual limit of 50,000 square feet of Office/R&D and expand it to apply citywide, except that an additional 50,000 square footage allocation would be provided for the Stanford Research Park (SRP), and that allocation could be carried forward to future years if unused, up to the existing allowable square footage in the SRP. Stanford University Medical Center (SUMC) would be exempt from the annual limit. This exemption could be clarified to apply only to approved uses only if desired.” INCORPORATED INTO THE AMENDMEND WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Amendment, “establish a baseline traffic measure for the Stanford Research Park.” AMENDMENT AS AMENDED RESTATED: Council Member DuBois moved, seconded by Council Member Holman to replace Part B of the Motion with, “Policy L-1.14 would perpetuate the interim annual limit of 50,000 square feet of Office/R&D and expand it to apply citywide, except that an additional 50,000 square footage allocation would be provided for the Stanford Research Park (SRP), and that allocation could be carried forward to future years if unused, up to the existing allowable square footage in the SRP. Stanford University Medical Center (SUMC) would be exempt from the annual limit. This exemption could be clarified to apply only to approved uses only if desired. Establish a baseline traffic measure for the Stanford Research Park.” AMENDMENT AS AMENDED FAILED:3-6 DuBois, Holman, Kou yes MOTION AS AMENDED RESTATED:Council Member Wolbach moved, seconded by Mayor Scharff to direct Staff to include in the final Draft of the Comprehensive Plan Update: ACTION MINUTES Page 5 of 12 City Council Meeting Action Minutes: 1/30/17 A. Cumulative Cap: Policy L-1.10 would maintain a Cumulative Cap of 1.7 million square feet, which is the square footage remaining under the existing cap, focus the Cap on Office/R&D uses and apply it citywide rather than only in “monitored areas.” It would also exempt medical office uses in the Stanford University Medical Center (SUMC) area (the current Cap does not apply to this geographic area), and require annual monitoring to assess the effectiveness of development requirements and determine whether the Cap and the development requirements should be adjusted; and B. Annual Limit: Direct Staff to make permanent the Annual Limit Ordinance of 50,000 Square Feet, separate from the Comprehensive Plan Update; and C. Downtown Cap: Eliminate the Downtown Cap found in existing Program L-8 and focus on monitoring development and parking demand. MOTION AS AMENDED PASSED: 5-4 DuBois, Filseth, Holman, Kou no MOTION:Vice Mayor Kniss moved, seconded by Council Member Wolbach to maintain the current 50 foot height limit separate from the Comprehensive Plan Update, continuing as an Ordinance. AMENDMENT:Council Member Wolbach moved, seconded by Council Member XX to replace in the Motion, “the current 50 foot height limit separate from the Comprehensive Plan Update, continuing as an Ordinance” with “any but only existing language in the 1998 Comprehensive Plan relating to height limits.” AMENDMENT FAILED DUE TO THE LACK OF A SECOND AMENDMENT:Council Member Holman moved, seconded by Council Member Kou to add to the Motion, “include Policy L-6.7 and add possible, limited exceptions to the Fry’s and Cubberley sites. AMENDMENT FAILED: 3-6 DuBois, Holman, Kou yes MOTION PASSED:7-2 DuBois, Holman no Council took a break at 8:49 P.M. and returned at 9:00 P.M. ACTION MINUTES Page 6 of 12 City Council Meeting Action Minutes: 1/30/17 MOTION:Council Member Wolbach moved, seconded by Vice Mayor Kniss to direct Staff to exclude from the final draft of the Comprehensive Plan Update “child care” from the list of typical Neighborhood Commercial uses. MOTION PASSED:6-3 Filseth, Fine, Tanaka no MOTION:Council Member Fine moved, seconded by Council Member DuBois to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Pursue multifamily housing at the Stanford Shopping Center, provided adequate parking is maintained, as alluded to in Policy L-4.7 (the language could be strengthened); and B. Pursue multifamily housing in the Stanford Research Park, particularly along the El Camino Real frontage as alluded to in Program L-5.4.1 (the language could be strengthened); and C. Reinstate the language in previous Policy L-33 (now Policy L-4.12 and Program L-1.12.3) about housing potential in the Town & Country area; and D. Include a new program to pursue multifamily housing near Stanford University Medical Center (SUMC) and/or in the western part of the Stanford Research Park. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace Part B of the Motion with, “Program L-5.4.1 explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start-ups, retail, transit hub, and other community- supporting services that are compatible with the existing uses, to create a vibrant innovation-oriented community.” (New Part E) AMENDMENT: Council Member Holman moved, seconded by Vice Mayor Kniss to add to the Motion Part C, “which would be limited to second floor office conversion.” AMENDMENT WITHDRAWN BY THE MAKER AMENDMENT: Mayor Scharff moved, seconded by Council Member Holman to replace Part C of the Motion with, “not support housing in the Town & Country area.” AMENDMENT PASSED: 5-4 DuBois, Fine, Tanaka, Wolbach no ACTION MINUTES Page 7 of 12 City Council Meeting Action Minutes: 1/30/17 INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in Parts A and D of the Motion, “pursue” with “explore.” INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to remove from Motion Part D, “and/or in the western part of the Stanford Research Park.” INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion Part A, “and vibrant retail” after “adequate parking.” MOTION AS AMENDED RESTATED:Council Member Fine moved, seconded by Council Member DuBois to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Explore multifamily housing at the Stanford Shopping Center, provided adequate parking and vibrant retail is maintained, as alluded to in Policy L-4.7 (the language could be strengthened); and B. L-5.4.1 Explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start-ups, retail, transit hub, and other community-supporting services that are compatible with the existing uses, to create a vibrant innovation-oriented community; and C. Not support housing in the Town & County area; and D. Include a new program to explore multifamily housing near Stanford University Medical Center (SUMC). MOTION AS AMENDED PASSED:9-0 MOTION:Council Member DuBois moved, seconded by Mayor Scharff to direct Staff to include in the final draft of the Comprehensive Plan Update, a new program to eliminate housing sites along San Antonio Road and increase residential densities in Downtown and the California Avenue Area to replace potential units on the sites eliminated. MOTION PASSED:6-3 Filseth, Kniss, Kou no MOTION:Council Member Fine moved, seconded by Vice Mayor Kniss to direct Staff to eliminate from the final draft of the Comprehensive Plan Update Development Requirements and Community Indicators. ACTION MINUTES Page 8 of 12 City Council Meeting Action Minutes: 1/30/17 INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “direct Staff to consider a Community Indicator Program as part of the next iteration of the Annual Performance Report or another on-going monitoring effort.” (New Part B) SUBSTITUTE MOTION:Council Member Holman moved, seconded by Council Member Kou to direct Staff to include in the final draft of the Comprehensive Plan Update: to articulate the purposes and topics for development requirements in the Comprehensive Plan, but develop details later via Comprehensive Plan program and reference tables L-1 and L-2 and include Staff comments regarding these tables and include references to Vehicle Miles Traveled (VMT) wherever Level Of Service (LOS) is included in the Comprehensive Plan. SUBSTITUTE MOTION FAILED:4-5 DuBois, Filseth, Holman, Kou yes SUBSTITUTE MOTION:Council Member Wolbach moved, seconded by Council Member Holman to direct Staff to include in the final draft of the Comprehensive Plan Update to articulate the purposes and topics for development requirements in the Comprehensive Plan, but develop details later via an implementation program excluding Comprehensive Plan Programs. SECOND WITHDRAWN BY THE SECONDER SUBSTITUTE MOTION FAILED DUE TO THE LACK OF A SECOND MOTION AS AMENDED RESTATED:Council Member Fine moved, seconded by Vice Mayor Kniss to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Eliminate Development Requirements and Community Indicators in the Comprehensive Plan; and B. Direct Staff to consider a Community Indicator Program as part of the next iteration of the Annual Performance Report or another on-going monitoring effort. MOTION AS AMENDED PASSED:8-1 Holman no MOTION:Vice Mayor Kniss moved, seconded by Council Member Holman to direct Staff to include in the final draft of the Comprehensive Plan Update to create new opportunities for retail/residential mixed use and pursue conversion of some non-retail commercial Floor Area Ratio (FAR) to ACTION MINUTES Page 9 of 12 City Council Meeting Action Minutes: 1/30/17 residential FAR as alluded to in Policy L-6.12, this policy will be separated into two Programs, Program L-1.16.5, and Program L-1.12.3. MOTION PASSED:8-0-1 Tanaka abstain MOTION:Council Member Wolbach moved, seconded by Council Member Fine to direct Staff to include in the final draft of the Comprehensive Plan Update, Policy L-2.3 about encouraging a mix of housing types and sizes designed for greater affordability and Policy 3.4 about encouraging a mix of smaller housing types. MOTION PASSED:8-0-1 DuBois abstain MOTION:Council Member Holman moved, seconded by Council Member Fine to direct Staff to include in the final draft of the Comprehensive Plan Update Policy L-3.5 and associated Program L-3.5.1 regarding ways to minimize displacement of existing residents. MOTION PASSED:8-0-1 Tanaka abstain MOTION:Vice Mayor Kniss moved, seconded by Council Member Wolbach to direct Staff to include in the final draft of the Comprehensive Plan Update, policies and programs like Policy L-4.1, Program L-3.2.1, and Program L-6.12.4 about preserving ground floor retail space. MOTION PASSED:5-0-4 Filseth, Holman, Kou, Scharff abstain MOTION:Council Member DuBois moved, seconded by Council Member Kou to direct Staff to include in the final draft of the Comprehensive Plan Update, maintain Policy L-3.3 and/or Policy L-3.6 (some repetition can be eliminated) and associated Program L-3.3.1 about preserving existing housing that is affordable, such as small cottage clusters, removing from Program L-3.3.1, “and the replacement of rental housing units with ownership housing units.” MOTION PASSED:6-0-3 Kou, Tanaka, Wolbach abstain MOTION:Council Member Wolbach moved, seconded by Vice Mayor Kniss to direct Staff to include in the final draft of the Comprehensive Plan Update, Program L-1.16.5 (we will fix the numbering problem here) or L-7.12.1 (some repetition can be eliminated) to revise or consider revising the Transferable Development Rights (TDR) Program Downtown to create bonus residential rather than commercial square footage. MOTION PASSED:7-0-2 Filseth, Tanaka abstain ACTION MINUTES Page 10 of 12 City Council Meeting Action Minutes: 1/30/17 MOTION:Mayor Scharff moved, seconded by Council Member Tanaka to direct Staff to include in the final draft of the Comprehensive Plan Update, a program to explore increasing hotel Floor Area Ratio (FAR) from 2.0 to 3.0. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “in areas inside of Downtown and 2.5 in other areas.” MOTION AS AMENDED RESTATED:Mayor Scharff moved, seconded by Council Member Tanaka to direct Staff to include in the final draft of the Comprehensive Plan Update, a program to explore increasing hotel Floor Area Ratio (FAR) from 2.0 to 3.0 in areas inside of Downtown and 2.5 in other areas.” MOTION AS AMENDED PASSED:5-3-1 DuBois, Holman, Kou no, Filseth abstain MOTION:Council Member DuBois moved, seconded by Council Member Holman to direct Staff to include in the final draft of the Comprehensive Plan Update, Policy L-4.10 regarding enhancing the pedestrian environment along El Camino Real and Program L-9.4.1 specific to sidewalk widths and building design. MOTION FAILED:4-1-4 Fine no, Filseth, Kniss, Scharff, Wolbach abstain MOTION:Council Member DuBois moved, seconded by Council Member Holman to direct Staff to include in the final draft of the Comprehensive Plan Update converting Policy L-4.10 regarding enhancing the pedestrian environment along El Camino Real to a Program and maintain Program L-9.4.1 specific to sidewalk widths and building design. MOTION FAILED:3-5-1 DuBois, Holman, Kou yes, Fine abstain MOTION:Council Member DuBois moved, seconded by Council Member Filseth to direct Staff to eliminate from the final draft of the Comprehensive Plan Update Program L-4.2.1 regarding preparation of a Coordinated Area Plan for South El Camino (pp. L-48 through L-49). MOTION PASSED:6-2-1 Fine, Tanaka no, Filseth abstain MOTION:Council Member Holman moved, seconded by Council Member Filseth to direct Staff to restore in the final draft of the Comprehensive Plan Update, existing Policy L-6 language about preserving neighborhood character (“avoid abrupt changes in scale and density between residential and non-residential areas and between residential areas of different ACTION MINUTES Page 11 of 12 City Council Meeting Action Minutes: 1/30/17 densities. To promote compatibility and gradual transitions between land uses, place zoning district boundaries at mid-block locations rather than along streets wherever possible.”) This is in lieu of the new language proposed in Policy L-6.11. MOTION PASSED:5-2-2 Scharff, Wolbach no, Fine, Tanaka abstain MOTION:Council Member Wolbach moved, seconded by Council Member Fine to direct Staff to remove from the final draft of the Comprehensive Plan Update, all Programs from the Land Use Element, not required by State Law to be taken up at future dates as policy discussions and use the implementation section of the Plan to indicate the relative cost and priority of each Program. MOTION FAILED: 4-2-3 DuBois, Kou, no, Filseth, Holman, Scharff abstain MOTION:Council Member Wolbach moved, seconded by Council Member Fine to direct Staff to remove from the final draft of the Comprehensive Plan Update, all Programs from the Land Use Element, not required by State Law to be taken up at future dates as policy discussions and use the implementation section of the plan to indicate the relative cost and priority of each Program. MOTION PASSED:5-4 DuBois, Filseth, Holman, Kou no MOTION: Council Member DuBois moved, seconded by Mayor Scharff to remove all Programs from the Transportation Element. MOTION PASSED:6-1-2 Holman no, Filseth, Kniss abstain MOTION:Mayor Scharff moved, seconded by Council Member Filseth to continue the Revised Draft Transportation Element to a date uncertain. MOTION PASSED:9-0 MOTION:Council Member Holman moved, seconded by Council Member DuBois to continue the Land Use Element to a date uncertain. MOTION PASSED: 9-0 Inter-Governmental Legislative Affairs None. ACTION MINUTES Page 12 of 12 City Council Meeting Action Minutes: 1/30/17 Council Member Questions, Comments and Announcements None. Adjournment: The meeting was adjourned at 10:59 P.M. CITY OF PALO ALTO CITY COUNCIL ACTION MINUTES Page 1 of 8 Special Meeting March 27, 2017 The City Council of the City of Palo Alto met on this date in the Council Chambers at 4:34 P.M. Present: DuBois arrived at 5:35 P.M., Filseth arrived at 4:40 P.M., Fine, Holman arrived at 4:45 P.M., Kniss, Kou, Scharff, Tanaka, Wolbach Absent: Closed Session 1. CONFERENCE WITH REAL PROPERTY NEGOTIATORS Authority: Government Code Section 54956.8 Property: Terman Apartments, 4230-70 Terman Drive, Palo Alto, CA Agency Negotiators: James Keene, Lalo Perez, Hamid Ghaemmaghami, Hillary Gitelman Negotiating Parties: Terman Associates/G&K Management Co. and City of Palo Alto Under Negotiation: Option to Purchase – Price, Affordability Restrictions and Terms of Payment. MOTION:Vice Mayor Kniss moved, seconded by Council Member Wolbach to go into Closed Session. MOTION PASSED:6-0 DuBois, Filseth, Holman absent Council went into Closed Session at 4:36 P.M. Council returned from Closed Session at 5:48 P.M. Agenda Changes, Additions and Deletions None. Minutes Approval 2. Approval of Action Minutes for the March 6, 2017 Council Meeting. ACTION MINUTES Page 2 of 8 City Council Meeting Action Minutes: 3/27/17 MOTION:Mayor Scharff moved, seconded by Council Member Filseth to approve the Action Minutes for the March 6, 2017 Council Meeting. MOTION PASSED:9-0 Consent Calendar Council Members Filseth, Kou, and Tanaka registered no votes on Agenda Item Number 7- Adoption of a new Memoranda of Agreement With the Palo Alto Fire Chiefs' Association… MOTION:Council Member Fine moved, seconded by Council Member Wolbach to approve Agenda Item Numbers 3-7. 3. Approval of the Human Services Emerging Needs Fund Policy Providing Oversight of Accepting, Reviewing and Approval of Applications to This Fund. 4. Approval of Amendment Number 1 to Contract Number S16164688 to add $250,000 for a Total Not-to-Exceed Amount of $300,000 With Municipal Resources Group for Professional Human Resources Consulting Services. 5. Approval of a Contract With Artist Mary Lucking in the Total Not-to- Exceed Amount of $100,000 for the Design Development, Fabrication and Installation of Artwork Associated With the Highway 101 Bike and Pedestrian Bridge. 6. Approval of Five Separate Professional Services Agreements for General Electric and Gas Services Over a Three Year Term With all Subject to an Aggregate Not-to-Exceed Amount of $975,000, With: (1) Navigant Consulting; (2) Flynn Resource Consulting Inc.; (3) PA Consulting Group; (4) Optony Inc.; and (5) NewGen Strategies and Solutions, LLC. 7. Adoption of a new Memoranda of Agreement With the Palo Alto Fire Chiefs' Association and an Amendment to the Salary Schedule for Managers and Professional Personnel. MOTION FOR AGENDA ITEM NUMBERS 3-6 PASSED:9-0 MOTION FOR AGENDA ITEM NUMBER 7 PASSED:6-3 Filseth, Kou, Tanaka no ACTION MINUTES Page 3 of 8 City Council Meeting Action Minutes: 3/27/17 Action Items 10. PUBLIC HEARING: 900 N. California Avenue [15PLN-00155]: Appeal of the Planning and Community Environment Director's Architectural Review Approval of Three new Single-Family Homes, one With a Second Unit. Environmental Review: Categorically Exempt per CEQA Guidelines Section 15303(a) (New Construction or Conversion of Small Structures), Zoning District: R-1. Public Hearing opened at 6:12 P.M. Public Hearing closed at 6:55 P.M. MOTION:Council Member Wolbach moved, seconded by Vice Mayor Kniss to: A. Adopt a Record of Land Use Action, thereby denying the appeal, upholding the Director’s approval of an Architectural Review application based on a modified design removing two of the three previously proposed basements; and B. Find the proposed project exempt from review under the California Environmental Quality Act. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “direct Staff to schedule an Agenda Item for the Policy and Services Committee to review the City’s public noticing procedures.” (New Part C) INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “include notice on construction site with appropriate City contact information for complaints.” (New Part D) MOTION AS AMENDED RESTATED:Council Member Wolbach moved, seconded by Vice Mayor Kniss to: A. Adopt a Record of Land Use Action, thereby denying the appeal, upholding the Director’s approval of an Architectural Review application based on a modified design removing two of the three previously proposed basements; and B. Find the proposed project exempt from review under the California Environmental Quality Act; and ACTION MINUTES Page 4 of 8 City Council Meeting Action Minutes: 3/27/17 C. Direct Staff to schedule an Agenda Item for the Policy and Services Committee to review the City’s public noticing procedures; and D. Include notice on construction site with appropriate City contact information for complaints. MOTION PASSED AS AMENDED PASSED:9-0 8. PUBLIC HEARING: 670 Los Trancos Road [16PLN-00266]: Site and Design Review to Allow the Construction of a new Single Family House and Guest House With a Total of Approximately 10,960 Square Feet of Floor Area. Environmental Assessment: Categorically Exempt From California Environmental Quality Act (CEQA) Pursuant to Guidelines Section 15303 (New Construction or Conversion of Small Structures). Zoning District: OS. Public Hearing opened at 7:34 P.M. Public Hearing closed at 8:18 P.M. MOTION:Vice Mayor Kniss moved, seconded by Council Member Fine to adopt a Record of Land Use Action for a Site and Design application to allow the construction of a new two-story single family residence, detached guest house, and associated site improvements on the property at 670 Los Trancos Road. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “including the following change: A. Add to the Conditions of Approval, ‘plant screening trees at the start of construction.’” INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to Part A of the Motion, “in addition to the required tree planting, the Applicant shall plant prior to the commencement of construction, fast growing vegetation and trees to further obscure the home during construction, subject to Urban Forestry review. These trees may be removed subject to the approval of the City's Arborist.” AMENDMENT:Council Member Kou moved, seconded by Council Member Wolbach to add to the Motion, “direct the Applicant to lower the accessory structure to below the ridgeline.” SECOND WITHDRAWN BY THE SECONDER ACTION MINUTES Page 5 of 8 City Council Meeting Action Minutes: 3/27/17 AMENDMENT FAILED DUE TO THE LACK OF A SECOND INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “direct the City Arborist to consider the appropriateness of Live Oak or other non-deciduous trees as mitigation screening trees.” (New Part B) MOTION AS AMENDED RESTATED:Vice Mayor Kniss moved, seconded by Council Member Fine to adopt a Record of Land Use Action for a Site and Design application to allow the construction of a new two-story single family residence, detached guest house, and associated site improvements on the property at 670 Los Trancos Road including the following changes: A. Add to the Conditions of Approval, “plant screening trees at the start of construction and, in addition to the required tree planting, the Applicant shall plant prior to the commencement of construction, fast growing vegetation and trees to further obscure the home during construction, subject to Urban Forestry review. These trees may be removed subject to the approval of the City's Arborist;” and B. Direct the City Arborist to consider the appropriateness of Live Oak or other non-deciduous trees as mitigation screening trees. MOTION AS AMENDED PASSED:9-0 Council took a break from 9:19 P.M. to 9:32 P.M. 9. PUBLIC HEARING: Adoption of two Ordinances to Update the City’s Below Market Rate (BMR) Housing Program as Recommended by the Finance Committee: (1) Repealing Municipal Code Section 16.47 (Non- residential Projects) and 18.14 (Residential Projects); and Adding a new Section 16.65 (Citywide Affordable Housing In-lieu Fees for Residential, Nonresidential, and Mixed Use Developments). The Proposed Ordinances are Exempt From the California Environmental Quality Act (CEQA) per Sections 15378(b)(4), 15305 and 15601(b)(3) of the State CEQA Guidelines (FIRST READING: December 12, 2016 PASSED: 5-3 Kniss, Scharff and Wolbach no) SECOND READING Continued From January 9, 2017. Public Hearing opened at 9:38 P.M. Public Hearing closed at 9:57 P.M. MOTION:Council Member Fine moved, seconded by Council Member Wolbach to adopt: ACTION MINUTES Page 6 of 8 City Council Meeting Action Minutes: 3/27/17 A. An Ordinance amending the City’s Below Market Housing Program; and i. Add Section 16.65.080(B)(3), “notwithstanding Section 16.65.080 (A) (5), the City Council may accept fees in lieu of the alternatives in Paragraph 1 provided it makes a finding that special circumstances justify payment of fees over provision of ownership units, such as a finding that the fees generated would result in more affordable units than those required to be provided on site or that funds are needed to finance a pending affordable housing project;” and B. An Ordinance updating the housing impact and in-lieu fees including updating the housing impact and in-lieu fees as follows: i. Set the Office/R&D housing impact fee at $35 per square foot; and ii. Maintain the Hotel housing impact fee at $20.37 per square foot; and iii. Maintain the Retail/Restaurant/Other housing impact fee at $20.37 per square foot; and iv. Set the Market-rate single family detached in-lieu fee at $50 per square foot; and v. Set the Market-rate single family attached in-lieu fee at $35 per square foot; and vi. Set the Market-rate Condominium in-lieu fee at $20 per square foot; and vii. Set the Market-rate rental housing impact fee at $20 per square foot; and C. Direct Staff to return in one year with a status update. SUBSTITUTE MOTION:Council Member Kou moved, seconded by Council Member DuBois to adopt on second reading: A. An Ordinance amending the City’s Below Market Housing Program; and B. An Ordinance updating the housing impact and in-lieu fees. SUBSTITUTE MOTION FAILED:4-5 DuBois, Filseth, Holman, Kou yes ACTION MINUTES Page 7 of 8 City Council Meeting Action Minutes: 3/27/17 AMENDMENT:Mayor Scharff moved, seconded by Vice Mayor Kniss to replace in Part B.iv. of the Motion, “$50” with “$90.” AMENDMENT RESTATED AND INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in Part B.iv. of the Motion, “$50” with “$75.” AMENDMENT:Council Member Holman moved, seconded by Council Member Filseth to replace in Part B.i. of the Motion, “$35” with “$50.” AMENDMENT FAILED:4-5 DuBois, Filseth, Holman, Kou yes AMENDMENT:Council Member Tanaka moved, seconded by Council Member XX to replace in Part B.iii. of the Motion, “$20.37” with “$15.” AMENDMENT FAILED DUE TO THE LACK OF A SECOND INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in Part B.v. of the Motion, “$35” with “$50” and replace in Part B.vi. of the Motion, “$20” with “$50.” MOTION AS AMENDED RESTATED:Council Member Fine moved, seconded by Council Member Wolbach to adopt: A. An Ordinance amending the City’s Below Market Housing Program; and i. Add Section 16.65.080(B)(3), “notwithstanding Section 16.65.080 (A) (5), the City Council may accept fees in lieu of the alternatives in Paragraph 1 provided it makes a finding that special circumstances justify payment of fees over provision of ownership units, such as a finding that the fees generated would result in more affordable units than those required to be provided on site or that funds are needed to finance a pending affordable housing project;” and B. An Ordinance updating the housing impact and in-lieu fees including updating the housing impact and in-lieu fees as follows: i. Set the Office/R&D housing impact fee at $35 per square foot; and ii. Maintain the Hotel housing impact feeat $20.37 per square foot; and iii. Maintain the Retail/Restaurant/Other housing impactfee at $20.37 per square foot; and ACTION MINUTES Page 8 of 8 City Council Meeting Action Minutes: 3/27/17 iv. Set the Market-rate single family detached in-lieu fee at $75 per square foot; and v. Set the Market-rate single family attached in-lieu fee at $50 per square foot; and vi. Set the Market-rate Condominium in-lieu fee at $50 per square foot; and vii. Set the Market-rate rental housing impact fee at $20 per square foot; and C. Direct Staff to return in one year with a status update. MOTION AS AMENDED PASSED:5-4 DuBois, Filseth, Holman, Kou no Inter-Governmental Legislative Affairs None. Council Member Questions, Comments and Announcements Council Member DuBois requested the Council have an opportunity to discuss Council meeting start times during the upcoming Council Retreat. Council Member Kou supported including such a discussion during the Council Retreat. Mayor Scharff agreed that such a discussion will be helpful. He pointed out that Council has certain amount of work that needs to be completed. He shared that starting meetings earlier, allowing meetings to end later, or reducing the number of Consent Items pulled for Council discussion are options to complete this work. He reported that late night meetings can take a toll on Staff Members, which is something the Council should take into consideration. Council Member DuBois suggested Council consider meeting every Monday each month. Council Member Kou suggested the Council hold meetings when a quorum is available instead of cancelling a meeting. Council Member Holman supported this discussion take place at the Council Retreat. Adjournment: The meeting was adjourned at 11:08 P.M. City of Palo Alto (ID # 7727) City Council Staff Report Report Type: Action Items Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: Comp Plan Update - Transportation and Land Use Elements Title: Comprehensive Plan Update: City Council Review & Direction Regarding the Revised Draft Land Use & Community Design Element and the Revised Draft Transportation Element From: City Manager Lead Department: Planning and Community Environment Recommendation Staff recommends that the City Council review the May 1 Draft Transportation Element in Attachment A and the May 1 Draft Land Use & Community Design Element in Attachment B, and provide the following direction to staff in order to facilitate preparation of a final draft of the Comprehensive Plan Update: 1. Transportation Infrastructure Investments. Please confirm your support for the following list of infrastructure investments which is included in the text of the Draft Transportation Element. (Note: While not all of these improvements may prove feasible during the life of the Comprehensive Plan, and a funding plan would be needed for those without designated funding, they represent the City’s vision for the future.) a. Improvements within existing rights-of-way that provide for traffic calming or relatively small increases in roadway capacity by adding turn lanes or making other intersection adjustments; b. Full grade separations for automobiles, pedestrians, and bicyclists at Caltrain crossings; c. Retrofit/improvements to existing grade separated Caltrain crossings for pedestrians and bicyclists at California Avenue and University Avenue; d. Construction of new pedestrian and bicycle grade separated crossing of Caltrain in South Palo Alto and in North Palo Alto; City of Palo Alto Page 2 e. Pedestrian and bicycle improvements derived from the 2012 Bicycle and Pedestrian Plan as amended over time; f. The US 101/Adobe Creek bicycle and pedestrian bridge; g. El Camino Real intersection and pedestrian safety/streetscape improvements; h. Downtown mobility and safety improvements; i. Geng Road extension to Laura Lane; and j. Middlefield Road corridor improvements. 2. Transportation Infrastructure Assumptions. Please confirm your support for the following list of infrastructure projects that may be constructed by other agencies and could affect Palo Alto streets during the life of the Comprehensive Plan. a. Elements of the County’s Expressway Plan 2040 in or near Palo Alto, including widening Oregon-Page Mill with HOV lanes and a bicycle/pedestrian trail between I-280 and Foothill Expressway, intersection improvements along Oregon-Page Mill between Porter and Hansen and at El Camino Real, reconfiguration of the interchange at I-280/Oregon-Page Mill Road, and an ITS/signal system Countywide; b. US 101 southbound improvements from San Antonio Road and Rengstorff Ave.; c. Caltrain modernization including electrification; d. Bus rapid transit in mixed flow lanes on El Camino Real using curbside boarding platforms and queue jumping; and e. Improved circulation in the Palo Alto Transit Center, including direct access to El Camino Real for transit vehicles. 3. Other Transportation Element Revisions. Please confirm support for the tracked changes in the Draft Transportation Element in Attachment C, which reflect City Council direction on September 19, 2016 as well as staff-initiated updates to implementation programs. Specifically, please confirm the Element’s emphasis on: a. Reducing reliance on single occupant vehicles through TDM, expansion of the shuttle program, bicycle & pedestrian improvements, and other means; b. Effective first mile/last mile solutions; c. Continuing to work to address traffic congestion; d. Enhancing connectivity; e. Addressing neighborhood impacts; f. Meeting parking demand and evaluating changing parking needs over time; City of Palo Alto Page 3 g. Prioritizing pedestrian and cyclist safety; h. Meeting the needs of transit dependent communities; i. Preparing for technological and societal changes that will affect transportation and parking demand; and j. Prioritizing Caltrain grade separations and regional cooperation. 4. Land Use & Community Design Revisions. Please confirm support for the tracked changes in the Draft Land Use & Community Design Element in Attachment D, which reflect City Council direction on January 30, 2017 as well as staff-initiated changes to eliminate redundancies and update for progress on transportation programs since the Council’s September review. 5. Alignment of the Land Use & Transportation Elements. Please consider the extent to which the two revised elements reviewed this evening are in alignment and identify needed adjustments. Executive Summary The Transportation and Land Use Element are arguably the heart and soul of the City’s Comprehensive Plan and have been the subject of considerable discussions and deliberations since the Comprehensive Plan Update began in 2008. The revised Draft Transportation Element in Attachment A reflects revisions based on the City Council’s input on a prior draft prepared by the Citizens Advisory Committee (CAC), as well as staff recommended changes to improve clarity and eliminate redundancies, and articulates a clear vision for the future of Palo Alto, with an emphasis on reducing reliance on single occupant vehicles, addressing neighborhood impacts, better serving transit dependent communities, pursuing Caltrain grade separations, and regional cooperation. The recommended action would confirm this emphasis and the infrastructure investments that may occur over the life of the plan. Attachment C uses tracked changes to show revisions since the Council’s review in September 2016. The revisions are summarized in this staff report, below, which also contains a link to the prior staff report and draft document. The revised Draft Land Use & Community Design Element in Attachment B reflects revisions based on the City Council’s input on a prior draft prepared by the CAC and emphasizes the need to preserve and expand housing options in Palo Alto, and lays out a policy framework to address this need, to cap office/R&D development, to preserve neighborhood centers, and to preserve community character, among other things. The recommended action would confirm this emphasis, the policy framework, and revisions to the implementation programs based on City of Palo Alto Page 4 the Council’s direction on January 30 and March 27, 2017. Attachment D uses tracked changes to show revisions from the adopted Land Use & Community Design Element (although some sections have been moved around without showing them as deleted and added). The revisions are summarized in this staff report below, which also contains a link to the prior staff reports and draft document. The full text of Council’s motions from January 30 and March 27, 2017 are included in Attachment E for informational purposes, although pertinent sections are summarized in Table 1. Following the City Council’s review of these draft elements, three other elements (Safety, Natural Environment, and Business & Economics), and additional chapters of the Comp Plan (Introduction, Governance, and Implementation), staff will be asking the City Council to refer a full draft of the Comprehensive Plan Update to the Planning & Transportation Commission for a recommendation, facilitating the City Council’s consideration and adoption of a final version later this year. Separately, the City is preparing a Final EIR that responds to comments on the 2016 Draft EIR and the 2017 Supplement to the Draft EIR and describes a Preferred Scenario that reflects the Council’s input on March 27, 2017 and this evening. The Comprehensive Plan Update may not be adopted until the Council has certified the Final EIR. Background The 1998-2010 Palo Alto Comprehensive Plan contains the City’s official policies on land use and community design, transportation, housing, the natural environment, business and economics, community services, and governance. The Comprehensive Plan provides the basis for the City’s development regulations and the foundation for its capital improvement program. An update of the Comprehensive Plan was initiated by the City Council in 2006 and commenced in 2008. In 2014, the Council received the Planning & Transportation Commission’s (PTC’s) suggested revisions and endorsed a new framework for the planning process to include broad community engagement, discussion, and analysis of alternative futures, cumulative impacts, and mitigation strategies. A community “summit” was held in mid-2015, and a Citizens Advisory Committee (CAC) was formed to make recommendations to the City Council on policies and programs for inclusion in the update. Since 2014, the City Council has provided guidance on the vision and goals for each element of the Comprehensive Plan Update, and the CAC has completed its review and recommendations regarding all of the chapters or “elements” of the plan. The City Council is now in the process of reviewing the CAC’s work, and providing their input on plan revisions to city staff and consultants. City of Palo Alto Page 5 As described in the staff reports for September 19, 2016, November 28, 2016, and January 30, 2017, which are available at the links below, the Draft Land Use and Transportation Elements are the products of many, many meetings and substantial efforts by the full Comprehensive Plan CAC, subcommittees of the CAC, staff and consultants. They were based on a close reading of the existing Comprehensive Plan and the changes recommended by the Planning & Transportation Commission in early 2014, as well as public input received throughout the planning process. Prior staff reports are located here: September 19, 2016: http://www.cityofpaloalto.org/civicax/filebank/documents/53793 November 28, 2016: http://www.cityofpaloalto.org/civicax/filebank/documents/54761 January 30, 2017: http://www.cityofpaloalto.org/civicax/filebank/documents/55582 The Comprehensive Plan and these specific elements are requirements of State law, and the drafts provided here, have been crafted to meet State requirements and to express the community’s collective vision for Palo Alto. Discussion: Revisions to the Draft Transportation Element The revised Draft Transportation Element in Attachment A has been prepared to address City Council comments received in September 2016, as well as some corrections/additions necessary to reflect ongoing initiatives and capital projects. For example, as requested by Councilmembers, existing Comprehensive Plan Policy T-47 “Protect residential areas from the parking impacts of nearby business districts” has been reinstituted verbatim (Policy T- 5.10).1 Other policy revisions include the addition of some specificity to the TDM requirements in Program T1.2.2, and strong support for the Palo Alto TMA in Policy T-1.2. Revisions to the Element’s background information (page T-14 in Attachment A) also include an updated list of capital projects expected during the life of the plan, and this list should be reviewed carefully. All of the projects should be familiar to the Council with the possible exception of the Geng Road extension. This short section of road would require right-of-way acquisition and would extend Geng Road to Laura Lane through what is now a parking lot. If ultimately feasible, this project would help to address delays at the intersection of Bayshore Blvd. and Embarcadero. There were a number of City Council comments requesting additional information. These are responded to below: 1 If Council is amenable, staff would recommend a slight wording change to say “Work to protect residential areas…” because it will still take a number of years to reduce spillover employee parking demand in the Downtown and Evergreen Park/Mayfield Residential Preferential Parking districts. (This suggestion has not been incorporated in the revised draft element.) City of Palo Alto Page 6  Lane Splitting. AB 51, which was effective January 1, 2017, authorizes the CHP to adopt “educational guidelines” about “lane splitting.” In general, the State Vehicle Code preempts cities ability to adopt traffic regulations in conflict with State law. However we do not know whether the State will adopt regulations that apply to local streets or just to highways.  East Meadow. Staff has confirmed that roadway designations have not been proposed for change. There were also Council comments on policies that have not been incorporated, either because staff was unsure whether there was Council agreement, or it was not clear how the comment could/should be incorporated. These are described below:  Revisions do not include a specific threshold of significance for intersection Level of Service, but the element does include a program to develop one. This approach recognizes that due to changes in State law, the City Council will need to adopt new significance thresholds for CEQA purposes by resolution in the next two years, and that same resolution could contain desired policy thresholds (Program T-2.3.1). This approach will allow for further deliberations regarding the potential impacts to City projects like the recent effort to address traffic on Middlefield North if changes are made to the intersection LOS threshold that Palo Alto has used for many years.  Revisions also do not address the old underpass at El Camino Real near Page Mill Road because of concerns that the underpass is not safe or accessible to persons with disabilities.  We also did not delete the policy (Policy T-6.2) reference to “vision zero,” which is a goal that more and more communities are embracing related to traffic safety. The ten year time frame to achieve this goal was deleted. Finally, the revisions attempt to streamline the text somewhat and have eliminated some programs, but do not reduce the size of the element as much as some Councilmembers might wish. Additional suggestions are welcome. Discussion: Revisions to the Draft Land Use & Community Design Element On January 30, 2016, the Council made a series of motions with specific direction on Land Use Element policy and program wording to keep, add, or revise. The table below contains the text of the motion alongside the specific outcome in the element. A note on numbering: each policy and program that appeared in the January 30 draft of the Land Use and Community Design Element has two numbers: City of Palo Alto Page 7  A consecutive policy or program number based on the corresponding goal number, at the beginning of the text. This number changes with the ordering of the policies and programs.  A "unique identifier" in brackets at the end of the text. This is an individual number assigned to each policy or program. It moves with the policy or program and does not change when the text moves. It is intended to allow readers to track the evolution of a given policy or program across multiple drafts of the Element. Table 1: January 30, 2017 Council Direction on the Land Use Element Adopted City Council Motions* Resulting Revisions to the Draft Element MOTION AS AMENDED RESTATED: Council Member Wolbach moved, seconded by Mayor Scharff to direct Staff to include in the final Draft of the Comprehensive Plan Update: A. Cumulative Cap: Policy L-1.10 would maintain a Cumulative Cap of 1.7 million square feet, which is the square footage remaining under the existing cap, focus the Cap on Office/R&D uses and apply it citywide rather than only in “monitored areas.” It would also exempt medical office uses in the Stanford University Medical Center (SUMC) area (the current Cap does not apply to this geographic area), and require annual monitoring to assess the effectiveness of development requirements and determine whether the Cap and the development requirements should be adjusted; and - Revised narrative section on Cumulative Growth Cap to remove reference to a hotel cap -Kept Policy option L-1.10 [L15], now renumbered as L-1.9 -Deleted other versions of cap in Policy options L-1.9 [L13] and L-1.11 [L16] and associated Programs -Kept Program L1.9.1 [L19] regarding re-evaluating cap as cap is approached. B. Annual Limit: Direct Staff to make permanent the Annual Limit Ordinance of 50,000 Square Feet, separate from the Comprehensive Plan Update; and -Revised narrative section and revised Policy L-1.14 [L23] to become Program L1.9.2 to update the annual limit ordinance to make it permanent. -Deleted all other Policy options in Annual Limit Options section: L-1.13 [L22] to L-1.16 [L25] City of Palo Alto Page 8 Adopted City Council Motions* Resulting Revisions to the Draft Element C. Downtown Cap: Eliminate the Downtown Cap found in existing Program L-8 and focus on monitoring development and parking demand. -Deleted Programs L-1.16.1 [L26], L- 1.16.2 [L27], L-1.16.3 [L28], L-1.16.4 [L29], and L-1.16.6 [L31] - Program L1.16.5 [L30] was not deleted, but was combined with two other programs regarding conversion of FAR, now Program L2.4.4 [L21]. MOTION AS AMENDED PASSED: 5-4 DuBois, Filseth, Holman, Kou no MOTION: Vice Mayor Kniss moved, seconded by Council Member Wolbach to maintain the current 50 foot height limit separate from the Comprehensive Plan Update, continuing as an Ordinance. MOTION PASSED: 7-2 DuBois, Holman no -Height limit was not in narrative; no change to narrative -Deleted Policy options L-6.7 [L111] through L-6.10 [L115] and associated programs MOTION: Council Member Wolbach moved, seconded by Vice Mayor Kniss to direct Staff to exclude from the final draft of the Comprehensive Plan Update “child care” from the list of typical Neighborhood Commercial uses. MOTION PASSED: 6-3 Filseth, Fine, Tanaka no -Deleted words “child care” from Neighborhood Commercial designation on p. L-24 City of Palo Alto Page 9 Adopted City Council Motions* Resulting Revisions to the Draft Element MOTION AS AMENDED RESTATED: Council Member Fine moved, seconded by Council Member DuBois to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Explore multifamily housing at the Stanford Shopping Center, provided adequate parking and vibrant retail is maintained, as alluded to in Policy L-4.7 (the language could be strengthened); and B. Explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start-ups, retail, transit hub, and other community-supporting services that are compatible with the existing uses, to create a vibrant innovation-oriented community; and C. Not support housing in the Town & Country area; and D. Include a new program to explore multifamily housing near Stanford University Medical Center (SUMC). MOTION AS AMENDED PASSED: 9-0 - Revised Policy L-4.7 [L80] per wording in Motion. This wording is now located in Program 2.4.2 under an overall policy about stimulating housing. -Policies L-4.11 [L88] through L-4.13 [L90] focus on retail in Town & Country. -Program L2.4.4 [L21] regarding converting non-retail FAR to residential says conversion to residential FAR should not be considered in Town & Country. - Added new Program regarding housing near SUMC under Policy L- 2.3 [L47] MOTION: Council Member DuBois moved, seconded by Mayor Scharff to direct Staff to include in the final draft of the Comprehensive Plan Update, a new program to eliminate housing sites along San Antonio Road and increase residential densities in Downtown and the California Avenue Area to replace potential units on the sites eliminated. MOTION PASSED: 6-3 Filseth, Kniss, Kou - Added new Program regarding housing sites under Policy L-2.3 [L47] MOTION AS AMENDED RESTATED: Council Member Fine moved, seconded by Vice Mayor Kniss to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Eliminate Development Requirements and Community Indicators in the Comprehensive Plan; and -Deleted related sections in the narrative section (p. L-12,13) -Retained first sentence of Policy L- 1.17 [L32] to “achieve the highest quality development with the least impacts,” but deleted specific development requirements. B. Direct Staff to consider a Community Indicator Program as part of the next iteration of the Annual City of Palo Alto Page 10 Adopted City Council Motions* Resulting Revisions to the Draft Element Performance Report or another on-going monitoring effort. MOTION AS AMENDED PASSED: 8-1 Holman no -Deleted all other Policies and Programs in the Development Requirements and Community Indicators section of Goal L-1 that refer to creating development requirements and community indicators shown in Table L-1 and L- 2, as well as Table L-1 and Table L-2. -No change to Comp Plan; monitoring will happen through separate effort. MOTION: Council Member Wolbach moved, seconded by Council Member Fine to direct Staff to include in the final draft of the Comprehensive Plan Update, Policy L-2.3 about encouraging a mix of housing types and sizes designed for greater affordability and Policy 3.4 about encouraging a mix of smaller housing types. MOTION PASSED: 8-0-1 DuBois abstain -Kept Policy L-2.3 [L47] and merged Policy L-3.4 [L60] into it. MOTION: Council Member Holman moved, seconded by Council Member Fine to direct Staff to include in the final draft of the Comprehensive Plan Update Policy L-3.5 and associated Program L-3.5.1 regarding ways to minimize displacement of existing residents. MOTION PASSED: 8-0-1 Tanaka abstain -Kept Policy; now renumbered as Policy L-2.8 [L57] -Kept Program; now renumbered as Program L2.8.1 [L58] MOTION: Vice Mayor Kniss moved, seconded by Council Member Wolbach to direct Staff to include in the final draft of the Comprehensive Plan Update, policies and programs like Policy L-4.1, Program L-3.2.1, and Program L-6.12.4 about preserving ground floor retail space. MOTION PASSED: 5-0-4 Filseth, Holman, Kou, Scharff abstain -Kept Policy L-4.1 [L65] -Kept Program L-3.2.1 [L52] -Kept Program L-6.12.4 [L124]; now renumbered as Policy L-2.9. MOTION: Council Member DuBois moved, seconded by Council Member Kou to direct Staff to include in the final draft of the Comprehensive Plan Update, maintain Policy L-3.3 and/or Policy L-3.6 (some repetition can be eliminated) and associated Program L-3.3.1 about preserving existing housing that is affordable, such as small cottage clusters, removing from Program L-3.3.1, “and the replacement of rental housing units with ownership housing units.” -Kept these policy concepts, but relocated one to Goal L-2. Now Policy L-2.7 [L53] and Policy L-3.4 [L61]. -Deleted wording about rental housing from Program L-3.3.1 [L54], which is now renumbered as Program L2.7.1 [L54]. City of Palo Alto Page 11 Adopted City Council Motions* Resulting Revisions to the Draft Element MOTION PASSED: 6-0-3 Kou, Tanaka, Wolbach abstain MOTION: Council Member Wolbach moved, seconded by Vice Mayor Kniss to direct Staff to include in the final draft of the Comprehensive Plan Update, Program L-1.16.5 (we will fix the numbering problem here) or L-7.12.1 (some repetition can be eliminated) to revise or consider revising the Transferable Development Rights (TDR) Program Downtown to create bonus residential rather than commercial square footage. MOTION PASSED: 7-0-2 Filseth, Tanaka abstain -Kept both Programs L-1.16.5 [L30] and L-7.12.1 [L145] and merged to eliminate repetition. New combined Policy is L-7.13. - Added new, more general program regarding revisions to TDR program; see Program L-2.4.6. MOTION AS AMENDED RESTATED: Mayor Scharff moved, seconded by Council Member Tanaka to direct Staff to include in the final draft of the Comprehensive Plan Update, a program to explore increasing hotel Floor Area Ratio (FAR) from 2.0 to 3.0 in areas inside of Downtown and 2.5 in other areas.” MOTION AS AMENDED PASSED: 5-3-1 DuBois, Holman, Kou no, Filseth abstain -Added new Program in new Hotel section of Goal L-4. See Program L4.4.1 [L201]. MOTION: Council Member DuBois moved, seconded by Council Member Filseth to direct Staff to eliminate from the final draft of the Comprehensive Plan Update Program L-4.2.1 regarding preparation of a Coordinated Area Plan for South El Camino (pp. L-48 through L-49). MOTION PASSED: 6-2-1 Fine, Tanaka no, Filseth abstain -Deleted Program L-4.2.1 [L68] + map. MOTION: Council Member Holman moved, seconded by Council Member Filseth to direct Staff to restore in the final draft of the Comprehensive Plan Update, existing Policy L-6 language about preserving neighborhood character (“Where possible, avoid abrupt changes in scale and density between residential and non-residential areas and between residential areas of different densities. To promote compatibility and gradual transitions between land uses, place zoning district boundaries at mid-block locations rather than along streets wherever possible.”) This is in lieu of the new language proposed in Policy L-6.11. MOTION PASSED: 5-2-2 Scharff, Wolbach no, Fine, Tanaka abstain -Revised Policy to revert to original language from existing Policy L-6. Now renumbered as Policy L-6.7 [L117] City of Palo Alto Page 12 Adopted City Council Motions* Resulting Revisions to the Draft Element *This list contains only the final motions (as amended) that were adopted by a majority of the Council to affect changes to the draft element. Two motions that failed resulted in deletion of Policy L-4.10 [L86] and Program L-9.4.1 [L167] about sidewalk widths on El Camino Real. Successful motions related to the placement of programs (which was reconsidered on March 27, 2017) are not included. For the full list of motions, substitute motions, amendments and motions that failed to garner a majority, please see Attachment E. Source: Palo Alto Department of Planning & Community Environment, April 2017 To improve the usability and organization of the element, the attached draft reflects some additional staff-recommended changes. These primarily affect the organization of policies and programs and attempt to eliminate redundancies as described in Table 2 below. A fundamental principle underlying many of these recommendations is that important concepts should generally have a single location in the Comprehensive Plan. Although many of these concepts – such as improvements at the Palo Alto Transit Center, or care for the urban forest – are very important, it is a misconception that the importance of a topic should be reflected through numerous statements of the same idea across multiple elements. While elements must be internally consistent and mutually supportive, the observation of staff and the consultant has been that having multiple similar policies in multiple locations actually creates confusion and uncertainty, and thereby reduces the likelihood of successful implementation. Instead, a single, clear policy or program is much more likely to result in action. Please see Table 2 below and the annotations in Attachment D for an indication of policies and programs that have been moved or consolidated. Table 2: Additional Staff-Recommended Revisions to the Land Use Element Section Revisions Narrative  Added section on housing supply in City Evolution  Revised Growth Management section to reflect Council direction on January 30, 2017.  Deleted Downtown Cap section and moved discussion of current pressure for office space to Downtown section of City Structure  Deleted sections on Annual Limit, Development Requirements, and Community Indicators  Added a statement to address requirements of SB 244 (codified as Government Code Section 65302.10) requiring the City to address disadvantaged unincorporated communities Goal L-1 Moved Program L-1.3.2 [L6] about flooding and seal level rise to the Safety Element, which already has a section of policies and programs addressing City of Palo Alto Page 13 Section Revisions the same topic. Moved Policy L-1.6 [L67] about use of Coordinated Area Plans in general to the “regulating Land Use” section of Goal L-1. Program L-1.10.2 [L10]: Consolidated three separate programs about conversion of non-retail commercial FAR to residential FAR, where appropriate. Goal L-2 Policy L-2.3 (includes [L47] and [L60]): Consolidated Council direction on housing supply policies and encouraging a range of smaller unit types. Added a new Policy, L-2.4, to provide an umbrella for six programs that are possible strategies to stimulate housing. These programs are a combination of the Council motion on March 20, 2017, regarding the Preferred Scenario, and draft programs that were previously located elsewhere in the Land Use Element. Policy L-2.5 [L55], Program L2.5.1 [L56], Policy L-2.7 [L53], Program L2.7.1 [L54], and Policy L-2.8 [L57]: Shifted and renumbered policies and programs about creating housing unit, retaining existing units, and minimizing displacement from Goal L-3 to Goal L-2, where other housing supply policies are located. Policy LU-2.6 [L120]: moved and renumbered policy about new mixed use development from Goal L-6 to Goal L-2. Policy L-2.9 [L124]: Moved policy about preserving ground floor retail from Goal L-6 to Goal L-2. Policy L-2.12 [L5]: moved policy about potential risks from climate change from Goal L-1 to Goal L-2. Goal L-3 Merged Policy L-3.3 [L60] about a mix of smaller housing types with similar Policy L-2.3 [L47]. Goal L-4 Reorganized programs under Policy L-4.3 [L71]. The content of the Programs did not change. Created a new section on hotels to provide a single location for hotel-related policy and program. Deleted Program L-4.6.1 [L78] regarding pedestrian, bike, and transit connections to and from the Palo Alto Transit Center; redundant with Transportation Element Program T-1.10-1 to pursue improvements at the Transit Center to improve access for all modes. Removed reference to Transit Center in Program L-4.6.2 [L79]; this is addressed in the Transportation Element Program T-1.10-1. Deleted reference to housing at Stanford Shopping Center from Policy L-4.7 [L80] because housing at Stanford Shopping Center is referenced in new Program L2.4.2. City of Palo Alto Page 14 Section Revisions Program L4.8.1 [L69]: Consolidated two programs [L69] and [L83] about preparing a Coordinated Area Plan for California Avenue and the Fry’s site into a single program. Deleted Program L-4.9.1 about east-west connections across El Camino Real as redundant with Policy T-3.13 about east-west connections in the Transportation Element. Policy L-4.16 [L93]: Slightly revised to reduce wordiness. Goal L-5 Policy L-5.1 [L94]: Merged similar Policy L-5.4 [L97] about compact, walkable employment centers that encourage transit use. Deleted Program L-5.4.1 [L101] about the East Meadow Circle Concept Plan as redundant with Policy L-5.4 [L100] immediately above. Goal L-6 Program L6.6.1: Merged two programs that are both about relationship of new mixed-use buildings to the street and appropriate human-scale architectural treatment. Goal L-7 No staff-recommended changes. Goal L-8 Added word “parks” to Goal L-8 because policies and programs under this goal address parks. Moved programs associated with Policy L-8.1 [L150], about creation of new parkland, to Community Services and Facilities Element, which has a section on acquiring and maintaining parkland for residents. Policies and programs in the Land Use Element focus on parks and public spaces as a land use category; Community Services and Facilities addresses the mechanics of ensuring that parks are available as a community service. Goal L-9 Moved Policy L-9.4 [L165] and Program L9.9.2 [L178] about parking lot design to Parking section of the Transportation Element (Goal T-5). Deleted Program L9.4.1 and Policy L-9.12 [L166] about tree maintenance; redundant with much more detailed and specific programs in the Urban Forest section of the Natural Environment Element (Goal N-2). Moved Program L9.14.1 regarding telecommunications to the Safety Element, where other telecommunications policy and programs are located. Moved Policy L-9.15 [L189] to Natural Environment Element section on preserving and protecting the Baylands (Goal N-1) Goal L-10 Moved Policy L-10.2 [L188], about regulating land use in the Airport Influence Area consistent with the Baylands Master Plan, from Goal L-9 about public spaces to Goal L-10 about the Palo Alto Airport. Source: Palo Alto Department of Planning & Community Environment, April 2017 City of Palo Alto Page 15 Substantive changes to the Land Use Map have not been anticipated as part of the Comprehensive Plan Update. However, the Land Use Map in the attached Draft Element includes two corrections:  Stanford lands outside of the City limits and sphere of influence (SOI) are shown as blank on the map, similar to the way the map labels, but does not provide designations for, surrounding communities like Los Altos or Mountain View. This is because all land outside the SOI is outside the City’s jurisdiction. Stanford lands within the SOI but outside the City limits are shown with designations consistent with the Community Plan. Designations for Stanford lands within the City, such as Stanford University Medical Center (SUMC), Stanford Shopping Center, and the Stanford Research Park, have not changed.  The designation on the former Hyatt Rickey’s site has been changed to reflect its existing use; the former Multifamily Residential with Hotel Overlay is replaced with Multifamily Residential. All other maps in the existing Land Use Element are being carried forward, although many have an updated format and symbology in order to be internally consistent with other Comprehensive Plan maps. Policy Implications The Comprehensive Plan is the City’s “constitution” when it comes to land use and development issues, including transportation and the protection of the environment. The Comprehensive Plan Update is expected to perpetuate the overall vision and values of the current plan, while updating some of its goals, policies, and implementation programs. Resource Impact The Comprehensive Plan Update has been a time consuming and costly project for the City. Current contracts are sufficient to complete the project provided in accordance with the current schedule, which envisions completion of the CAC process in May and adoption of an updated plan by the end of the year. Timeline/Next Steps Tonight’s hearing is expected to be the City Council’s last review of the Land Use and Transportation Elements until a full draft of the Comprehensive Plan Update is returned to the City Council for review and consideration following a recommendation by the Planning and Transportation Commission. Upcoming events and next steps are summarized in Table 3 below. Table 3: Timeline and Next Steps for Council and PTC City of Palo Alto Page 16 Date Topics/Action Requested May 1, 2017 Council Review of the Revised Draft Land Use & Transportation Elements May 15, 2017 Council Review of the Draft Natural Environment, Safety, and Business/Economics Elements recommended by the CAC June 5, 2017 CAC resolution of thanks June 12, 2017 Council Review of draft Introductory Materials/Governance and referral to the Planning & Transportation Commission (PTC) July/Aug/Sep 2017 PTC Review & Recommendation Regarding the draft Comprehensive Plan Update Oct/Nov/Dec 2017 Council Receipt of the PTC’s recommendation and the Final EIR for consideration and action Source: Palo Alto Planning & Community Environment, April 2017 Environmental Review A Final Environmental Impact Report (EIR) is being prepared. It will respond to comments on the Draft EIR and the Supplement to the Draft EIR received during the public circulation period and describe the “preferred scenario” based on the Council’s input on March 27, 2017 and this evening. The Final EIR must be completed and certified before the City Council can take action to approve the Comprehensive Plan Update. Attachments: Attachment A: CompPlanTransportationElement-May_1_CC_FINAL_CLEAN (PDF) Attachment B: CompPlanUpdateLandUseElement-May_1_CC_FINAL_CLEAN (PDF) Attachment C: CompPlanTransportationElement-May_1_CC_FINAL_TRACKED (PDF) Attachment D: CompPlanLandUseElement_May_1_CC_FINAL_TRACKED (PDF) Attachment E: Jan 30 2017 and Mar 27 2017 Council Action Minutes (PDF) TRANSPORTATION REVISED COUNCIL DRAFT – MAY 1, 2017 T-1 2 This Element has been prepared by City staff on the basis of input from the CAC, the Transportation subcommittee and members of the public received between October 2015 and July 2016. Additionally, this revised draft Element presents changes made in response to City Council review on September 19, 2016. INTRODUCTION This Element addresses transportation and mobility issues comprehensively and acknowledges that the future will be different than the present and the past. Recognizing changing demographics and travel preferences, new technologies, and new opportunities, the Element provides a policy framework which includes solutions for implementation today in order to lay the groundwork for the future. Together with investments in infrastructure, the policy framework seeks to reduce reliance on single occupant vehicles, address congestion, and reduce through traffic and non-resident parking in Palo Alto neighborhoods, leading to an integrated transportation system that serves local, regional, and intercity travel. This Element meets the State requirement for a Circulation Element, addressing the various aspects of circulation, including complete streets, expressways and freeways, transit, walking, bicycling, parking, and special transportation needs. VISION: Palo Alto will build and maintain a sustainable network of safe, accessible and efficient transportation and parking solutions for all users and modes, while protecting and enhancing the quality of life in Palo Alto. Programs will include alternative and innovate transportation processes, and the adverse impacts of automobile traffic on the environment in general and residential streets in particular will be reduced. Streets will be safe, attractive and designed to enhance the quality and aesthetics of Palo Alto neighborhoods. Palo Alto recognizes the regional nature of our transportation system, and will be a leader in seeking regional transportation solutions, prioritizing Caltrain service improvements and railroad grade separations. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-2 REVISED COUNCIL DRAFT – MAY 1, 2017 CONNECTIONS TO OTHER ELEMENTS Transportation choices and options are shaped by many factors including land use, economics, and community values. The Transportation Element is strongly influenced by the Land Use Element and Housing Element because the distribution and density of residential, commercial, and office uses have a direct correlation to the type, frequency, and use of transportation options a community employs. The Transportation Element also supports the objectives of the Business and Economics Element, Community Services and Facilities Element, and the Natural Environment Element, and the Safety Element by paving the way for a transportation system that emphasizes walkable neighborhoods and access services in a manner that limits impacts to the natural environment. SUSTAINABLE TRANSPORTATION In 2014, more than 60 percent of all trips made each day in Palo Alto involved single-occupant motor vehicles. Although the drive alone rate is lower than in many other Bay Area communities, road travel is still the greatest single source of local greenhouse gas (GHG) emissions and derives from local (internal) trips as well as commute trips. Building a more sustainable transportation system will require addressing regional and local travel patterns, as well as trips made for work, school, errands or entertainment. The key to a sustainable transportation system lies in providing more options and more convenience so that people will more readily choose not to drive. Palo Altans recognize that, at times, driving is necessary, but to address congestion, climate change, and improve overall quality of life, the policies and programs in this Element must focus on providing convenient, affordable alternatives to the automobile. Facilitating a shift to alternative modes of transportation will require creative collaboration among transit agencies, employers, and local jurisdictions as well as residents and commuters themselves. Technology also has a role to play, whether providing up-to-the minute information to inform choices or in delivering new and better modes of travel. Improvements to the bicycling and pedestrian environment will help encourage more people to bike and walk on a regular basis. TRANSPORTATION DEMAND MANAGEMENT Transportation demand management (TDM) refers to strategies that improve transportation system efficiency and reduce congestion by shifting trips from single- 61% 23% 5% 3% 8% PALO ALTO DAILY MODE SHARE - ALL TRIPS (2014) Drive Alone Carpool Transit Bike Walk 50% 21% 4% 3% 23% Palo Alto Daily Mode Share - Internal Trips (2014) Drive Alone Carpool Transit Bike Walk PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-3 occupant vehicles to collective forms of transport, including mass transit, carpools and private shuttles. TDM is a critical component of a comprehensive strategy to reduce traffic congestion. TDM programs are typically incorporated in new development and can include a range of infrastructure investments and incentives for the use of alternatives to the automobile, as well as parking management strategies and marketing. Employers and local governments often collaborate in developing and implementing area-wide TDM programs aimed at reducing single occupant vehicle use by existing employees. These activities can be coordinated through a transportation management association (TMA) made up of local businesses in a commercial district or industrial park. Stanford University operates a comprehensive and successful TDM program for the University, and the Medical Center, and a program is in development for the Research Park. In January 2015, the City of Palo Alto supported establishment of a TMA for the downtown area, in collaboration with local businesses and residents. The success of this effort and its potential to expand to other areas of the City will depend on securing ongoing funding and on the committed participation of employers who face parking and traffic challenges in downtown. ALTERNATIVE FUEL VEHICLES Alternative fuel vehicles—those that run on electricity, biodiesel, compressed natural gas and other alternatives to petroleum fuels—help reduce GHG emissions by utilizing cleaner fuels or zero emission alternatives. In 2014, the City of Palo Alto adopted an ordinance that requires electric vehicle (EV) – ready infrastructure for all new commercial construction to encourage the use of electric vehicles and develop the infrastructure for this growing market. As the City continues this effort, additional infrastructure may be necessary. However, while alternative fuel vehicles do reduce GHGs, they are still a contributor to congestion and delay. MOBILITY AS A SERVICE The use of transportation services is beginning to replace private vehicle ownership in the region, led by a number of prominent ride sharing and e-hailing car services like Uber and Lyft). Originating in Europe, the concept of “Mobility as a Service” (MaaS), allows on-demand trip planning enabled by smartphones and mobile devices and provided by "pop up" bus-, car-, and bike-sharing services. Palo Alto is partnering with Joint Venture Silicon Valley, the Santa Clara Valley Transportation Authority (VTA), and the City of San Jose to develop a MaaS/smartphone app (Commuter Wallet) that combines access to multiple transportation modes and employer commute benefits, incentivizing non-single-occupant vehicle travel. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-4 REVISED COUNCIL DRAFT – MAY 1, 2017 PUBLIC TRANSIT Residents, workers, and visitors to Palo Alto have an array of transit options within the city and to the surrounding region. Maps T-1 and T-2 show the range of transit services in Palo Alto. Map T-1 focuses on regional transit options, and Map T-2 illustrates local transit options. Overall, regional transit is heavily used, while public transit services serving the local area are below capacity levels. Policies in this Element support improving local services like shuttles to increase ridership and support traditional transit providers with first and last mile connections. RAIL SERVICE Caltrain is Palo Alto’s primary regional transit service, with riders traveling between San Francisco and Gilroy. Since introduction of the baby bullet limited express trains in 2003, ridership has more than doubled and today, the Palo Alto Transit Center is the second largest generator of weekday Caltrain trips, behind San Francisco’s 4th and King Street station. Long-range plans for the Palo Alto Station and the adjacent University Avenue underpass area will enhance the pedestrian experience and improve circulation and access for all modes. The planned Caltrain extension to the Transbay Terminal in downtown San Francisco will improve regional transit connections, and Caltrain electrification will speed service and increase capacity while decreasing noise and air pollution. As of late 2015, the San Mateo County Transit District (SamTrans) has re-initiated study of possible transit service along the Dumbarton corridor, to link Alameda with San Mateo and Santa Clara Counties. BUS SERVICE Three transit providers, VTA, SamTrans, and AC Transit, provide bus service in Palo Alto, connecting residents to both local and regional destinations. The VTA operates local bus service within the city, with 14 bus routes in Palo Alto and an express bus network that serves the Stanford Research Park. VTA also offers connections to VTA light rail, Caltrain, Altamont Corridor Express (ACE) and AMTRAK Capitol Corridor. SamTrans operates bus service throughout San Mateo, San Francisco, and Santa Clara counties, helping to connect Palo Alto to other parts of the Peninsula and Silicon Valley. AC Transit’s Dumbarton Express provides express bus service between the East Bay and communities on the Peninsula. The VTA’s proposed El Camino Real Bus Rapid Transit (BRT) project aims to improve transit operations and increase transit ridership along the El Camino Real Corridor. In November 2015, Palo Alto City Council adopted a complete streets resolution affirming the City’s longstanding commitment to design and construction of a comprehensive, integrated transportation network that allows safe and convenient travel along and across streets for all users, including pedestrians, bicyclists, persons with disabilities, motorists, movers of commercial goods, users and operators of public transportation, emergency vehicles, seniors, children, youth, and families. Council also adopted National Association of City Transportation Officials (NACTO) guidelines for bikeway and urban street design, which incorporate complete streets best practices. I2 I2 §¨¦280 |ÿ82 £¤101 Fo o t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos Arastradero Preserve Baylands Preserve Byxbee Park Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcad e r o R o a d East Charleston Road Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Color a d o A v e n u e Willow R o a d Lin c o l n A v e n u e Hamilto n A v e n u e West C h a r l e s t o n R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T PR EL IM INA RY DR A FT M AP T- 1 R E G I O N A L T R A N S I T C O N N E C T I O N S I N P A L O A L T O 0 0.5 1 Miles Source: City of Palo Alto, 2016; Santa Clara VTA, 2016; SamTrans, 2016; PlaceWorks, 2016. Alameda-Contra Costa Transit District (AC Transit) Santa Clara Valley Transportation Authority (VTA) San Mateo County Transit (SamTrans) Caltrain I2 Caltrain Stations Employment Districts Railroads Park/Open Space Public Conservation Land City Limit 35 34 40 120 88 81 522 101 102 103 DB DB1 86 82 83 22 32 32 89 182 104 824 52 California Ave Station Palo Alto Station To S a n J o s e To S a n F r a n c i s c o Stanford Medical Center San Antonio Rd/ Bayshore Corridor Stanford Research Park East Bayshore 522 296 297 280 281 81 U 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 "X "X Terman Middle Palo Alto High Greendell School Ohlone Elementary Hoover Elementary Henry M. Gunn High Addison Elementary Duveneck Elementary Escondido Elementary Palo Verde Elementary Fairmeadow Elementary El Carmelo Elementary Walter Hays Elementary Barron Park Elementary Lucille Nixon Elementary Juana Briones Elementary David Starr Jordan Middle Jane Lathrop Stanford Middle §¨¦280 |ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos Baylands Preserve Byxbee Park California Ave Station Palo Alto Station Pag e M i l l R o a d Al m a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcad e r o R o a d East Charleston Road Lo u i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Willow R o a d Lin c o l n A v e n u e Hamilto n A v e n u e West C h a r l e s t o n R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T PR EL IM INA RY DR A FT M AP T- 2 P A L O A L T O L O C A L T R A N S I T C O N N E C T I O N S Source: Palo Alto Unified School District, 2012; Santa Clara VTA, 2015; SamTrans, 2015; City of Palo Alto, 2015; Caltrain, 2015; PlaceWorks, 2015.Crosstown Shuttle Embarcadero Shuttle East Palo Alto Caltrain Shuttle Stanford Marguerite Shuttle Santa Clara Valley Transportation Authority (VTA) San Mateo County Transit (SamTrans) "X Caltrain Stations 5 Schools Railroads Employment Districts Commercial Centers Park/Open Space Public Conservation Land City Limit 0 0.5 1 Miles 182 297 102 103 88 22 824 32 35 522 89 PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-7 Policies in this Element support enhanced bus service in shared travel lanes with curbside stations and signal priority with queue jump lanes to provide faster, more reliable service with target stops and specialized transit vehicles and facilities. SHUTTLE SERVICE There are four types of shuttle services operating in Palo Alto, including the Stanford University Marguerite shuttle, the VTA shuttle, the City-operated Palo Alto Shuttle, and private employee shuttles which transit through Palo Alto offering transportation for employees to other job centers on the Peninsula. The Marguerite, run by Stanford University Parking and Transportation Services, is a free service that connects the Stanford campus to the Palo Alto Transit Center and Downtown. The VTA provides low cost fare based service for residents of Santa Clara County. The Palo Alto Free Shuttle is free wheelchair-accessible shuttle provided by the City to connect important destinations in the community, including Caltrain stations; the City is developing plans for enhanced service in response to community input. Marguerite and Palo Alto Shuttle routes are shown on Map T-1. FIRST/LAST MILE CONNECTIONS Many people live or work within a mile from a transit station or, bus stop; however, distance, perception of safety, and inconvenience may deter them from using transit, so the entire trip is made by single-occupant vehicle simply for lack of convenience of a small but crucial segment of the trip. Currently, the Palo Alto shuttle, biking, and walking are the best first/last mile option for most of Palo Alto. Future improvements should focus on making walking, bicycling, shuttle service, and ridesharing more efficient, comfortable and safe. Visual simulation of BRT operating on El Camino Real Source: VTA PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-8 REVISED COUNCIL DRAFT – MAY 1, 2017 BIKING Palo Alto dedicated its formal bikeway system—one of the nation’s first—in 1972. Bikeways have since become commonplace, and considerable progress has been made in overcoming barriers to bicycle travel in and around Palo Alto. Palo Alto’s bikeway network consists of on-road bicycle lanes, bicycle boulevards and bicycle routes, off-roadway shared-use paths and bridges, and bicycle parking facilities. Fourteen underpasses and bridges span barriers such as freeways, creeks, and railroad tracks. Map T-3 shows the existing and planned bikeway network in Palo Alto. Palo Alto is in a position to build on the existing network, significantly increasing its proportion of travel by bicycle and is actively pursuing an expanded bike share program. The Palo Alto Bicycle + Pedestrian Transportation Plan, adopted in 2012 (BPTP 2012), contains a policy framework, design guidance, and specific recommendations to increase walking and biking rates over the next decade and beyond. BPTP 2012 encourages planning, construction, and maintenance of complete streets that are safe and accessible to all modes and people of all ages and abilities. WALKING Mode share data indicate that walking accounts for more trips than public transit in Palo Alto each day, yet is an often overlooked means of transportation. As shown on Map T-4, Palo Alto's pedestrians are generally well served by current facilities and will benefit from the attention given to street trees, walkable neighborhoods, and pedestrian- oriented design. The most needed improvements are to fill in the gaps in the sidewalk system, make intersection crossings “friendlier,” and overcome barriers to northeast-southwest travel. "X "X|ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Menlo Park Mi d d l e f i e l d R o a d Baylands Preserve Byxbee ParkEa s t B a y s h o r e R o a d Page M i l l R o a d Mi d d l e f i e l d R o a d Charle s t o n R o a d Junipe r o S e r r a B o u l e v a r d Arbore t u m R d Quar r y R o a d Sa n t a C r u z A v e Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcade r o R o a d Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Sand H i l l R o a d Lin c o l n A v e n u e Hamilto n A v e n u e Aras t r a d e r o R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T MA P T - 3 B I K E W A Y S I N P A L O A L T O Source: City of Palo Alto, 2016; PlaceWorks, 2016. 0 0.5 1 Mile Class I Multi-Use Path Park Trails Private Pathways Across Barrier Connection (ABC) Class II Bicycle Lane One-Way Bicycle Lane Enhanced Bikeway Class III Shared Roadway Class III Shared Arterial Bicycle Boulevard "X Caltrain Stations Park/Open Space Public Conservation Land Railroads City Limit Commercial "X Downtown Inset Existing Proposed Off-Street Dedicated On-Street Shared On-Street Center Al m a S t Bry a n t S t Mi d d l e f i e l d R d We b s t e r S t Univ e r s i t y A v e Ever e t t A v e Hom e r A v e PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION Source: City of Palo Alto, 2012. MAP T-4 EXISTING PEDESTRIAN FACILITIES Downtown Inset Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-11 STREETS All modes of transportation in Palo Alto depend to some degree on the street network. The City’s street network has remained essentially unchanged since the 1960s, except for projects along the Sand Hill Road corridor. STREET CLASSIFICATIONS Palo Alto’s streets are categorized according to purpose, design and the volume of traffic they carry. This street hierarchy is defined below and is illustrated on Map T-5. Improvements to road surfaces, curbs, crossings, signage, landscaping, and sight lines must make streets safer for vehicles, but must consider the needs and safety of pedestrians and cyclists as well. PALO ALTO’S STREET HIERARCHY  Freeway: Major roadway with controlled access; devoted exclusively to traffic movement, mainly of a through or regional nature.  Expressway: Major roadway with limited access to adjacent properties; devoted almost exclusively to traffic movement, mainly serving through- traffic.  Arterial: Major roadway mainly serving through-traffic; takes traffic to and from expressways and freeways; provides access to adjacent properties.  Residential Arterial: Major roadway mainly serving through-traffic; takes traffic to and from express- ways and freeways; provides access to adjacent properties, most of which are residential properties located on both sides of the roadway with direct frontages and driveways on that roadway.  Collector: Roadway that collects and distributes local traffic to and from arterial streets, and provides access to adjacent properties.  Local: Minor roadway that provides access to adjacent properties only. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-12 REVISED COUNCIL DRAFT – MAY 1, 2017 ROADWAY AND INTERSECTION IMPROVEMENTS Efficient traffic circulation on major streets is a priority in Palo Alto, as is minimizing the diversion of through-traffic onto local residential streets. Intersections are the most constricted points on the network and tend to see the highest levels of congestion during the peak morning and afternoon commute periods. For that purpose, several key intersections and roadways segments, as shown on Map T-6, have been identified for monitoring. A challenge is to balance the free flow of traffic with the safety of pedestrians and cyclists of all abilities, as well as with residents’ desire to maintain low traffic speeds on residential arterials. Most future improvements will be made within existing rights-of-way and will provide for traffic calming or relatively small increases in roadway capacity by adding turn lanes or making other intersection adjustments. Other, specific local and regional transportation investments envisioned are:  Full grade separations for automobiles, pedestrians, and bicyclists at Caltrain crossings,  Retrofit/improvements to existing grade separated Caltrain crossings for pedestrians and bicyclists at California Avenue and University Avenue,  Construction of new pedestrian and bicycle grade separated crossing of Caltrain in South Palo Alto and in North Palo Alto,  Pedestrian and bicycle improvements derived from the 2012 Bicycle and Pedestrian Plan as amended,  The US 101/Adobe Creek bicycle and pedestrian bridge,  El Camino Real intersection and pedestrian safety/streetscape improvements,  Downtown mobility and safety improvements,  Geng Road extension to Laura Lane,  Middlefield Road corridor improvements. Other agencies, including Santa Clara County, VTA, and Caltrans, are responsible for other major roadway projects that will directly affect Palo Alto streets, but are not under the jurisdiction of the City. Specifically:  The County will implement elements of Expressway Plan 2040 in or near Palo Alto, including widening Oregon-Page Mill with HOV lanes and a bicycle/pedestrian trail between I-280 and Foothill Expressway, intersection "X "X §¨¦280 |ÿ82 £¤101 Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Los Altos El C a m i n o R e a l Fo o t h i l l E x p r e s s w a y Oreg o n E x p r e s s w a y Embarcad e r o R o a d Univ e r s i t y A v e n u e East Charleston Road San A n t o n i o R o a d Al m a S t r e e t Mi d d l e f i e l d R o a d California Ave Station Palo Alto Station Source: City of Palo Alto, 2013; PlaceWorks, 2014. PR EL I MI N A R Y D RA F T MA P T -5R O A D W A Y N E T W O R K P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T 0 0.25 0.5 Miles Local/Collector Residential Arterial Arterial Expressway Freeway Railroads "X Caltrain Stations Parks Public Conservation Land Sphere of Influence City Boundary PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-14 REVISED COUNCIL DRAFT – MAY 1, 2017 §¨¦280 |ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Menlo Park Mi d d l e f i e l d R o a d Baylands Preserve Byxbee Park Ea s t B a y s h o r e R o a d Page M i l l R o a d Mi d d l e f i e l d R o a d Charle s t o n R o a d Junipe r o S e r r a B o u l e v a r d Arbore t u m R d Quar r y R o a d Sa n t a C r u z A v e Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcade r o R o a d Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Sand H i l l R o a d Lin c o l n A v e n u e Hamilto n A v e n u e Aras t r a d e r o R o a d Univ e r s i t y A v e n u e !6 !1 !20 !18 !15 !9 !8 !7 !5 !4 !3 !2 !19 !17 !16 !14 !13 !12 !11 !10 P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T MA P T - 6 M O N I T O R E D I N T E R S E C T I O N S Source: City of Palo Alto, 2016; PlaceWorks, 2016.Park/Open Space Public Conservation Land Railroads City Limit 0 0.5 1 Mile 1. Middlefield/University2. Middlefield/Embarcadero3. Middlefield/Oregon (CMP)4. Middlefield/Colorado5. Middlefield/Charleston6. Middlefield/San Antonio (CMP)7. El Camino Real/Alma/Sand Hill (CMP)8. El Camino Real/University/Palm9. El Camino Real/Embarcadero (CMP)10. El Camino Real/Page Mill (CMP)11. El Camino Real/Arastradero/Charleston (CMP)12. El Camino Real/San Antonio (CMP) (Mountain View)13. Santa Cruz/Sand Hill Road (Menlo Park)14. Foothill/Junipero Serra/Page Mill (CMP)15. Foothill/Arastradero (CMP)16. Alma/Charleston17. Arboretum/Quarry18. San Antonio/Charleston(CMP)19. Embarcadero/East Bayshore20. University/Woodland (East Palo Alto) Palo Alto Monitored Intersections (CMP) denotes Santa Clara County VTA Congestion Management Plan intersection. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-16 REVISED COUNCIL DRAFT – MAY 1, 2017 improvements along Oregon-Page Mill between Porter and Hansen and at El Camino Real, reconfiguration of the interchange at I-280/Oregon-Page Mill Road, and an ITS/signal system Countywide,  US 101 southbound improvements from San Antonio Road and Rengstorff Avenue. These investments would be complemented by local and regional investments in transit and transportation demand management, as well as parking supply and parking management. LEVEL OF SERVICE AND VEHICLE MILES TRAVELED Motor vehicle level of service (LOS) is a way of measuring traffic congestion based on average control delay per vehicle, and in some analyses, based on the ratio of the volume of traffic to the capacity of the road. LOS A is a free-flowing condition for cars and LOS F is an extreme congestion condition, with traffic volumes at or over capacity. LOS definitions for signalized intersections are shown in Table T-1. Policies in the Element ensure that the City will continue to use vehicular LOS at local intersections when evaluating development applications, including a project’s potential contribution to cumulative LOS. TABLE T-1 SIGNALIZED INTERSECTION LOS DEFINITIONS BASED ON AVERAGE DELAY LOS Average Control Delay Per Vehicle (Seconds) A 10.0 or less B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F Greater than 80.0 Source: Transportation Research Board, 2000 Highway Capacity Manual. Washington, D.C. 2000. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-17 VEHICLE MILES TRAVELED Transportation planning analyses used by cities to describe traffic and roadway and intersection operation, both for infrastructure planning and for new development projects, are evolving away from the traditional Vehicle Level of Service (LOS) metric towards a multi-modal perspective based on Vehicle Miles Traveled (VMT). California Senate Bill 743, passed in 2013, requires impacts from new development on transportation network performance to be viewed through a filter that promotes the reduction of greenhouse gas emissions, the development of multi-modal transportation networks, and a diversity of land uses. This Bill will shift the State away from LOS as the metric for evaluating transportation impacts under the California Environmental Quality Act (CEQA) and towards use of vehicle miles travelled (VMT) or VMT per capita. This shift recognizes that prioritizing the free flow of cars over any other roadway user contradicts State goals to reduce GHGs. While LOS describes local-level impacts at a specific location, VMT describes network-wide impacts by measuring the number of miles traveled by motor vehicles within an area. VMT per capita divides the total amount of VMT by the population living and working in a community. Together, these measures can inform efforts to reduce commute lengths and enhance the availability of alternative transportation options. Multi-modal level of service (MMLOS) is another analytical approach endorsed by policies in this Element, and applies the concept of LOS to all modes of travel, including transit, bikes, and pedestrians as well as cars and trucks. Within Santa Clara County, VTA is developing guidelines for multi-modal transportation planning to include in all transportation studies, and the City of Palo Alto will have an opportunity to participate in this effort. One possible outcome could be the adoption of metrics for safety, convenience, and delay for transit, bicycles, and pedestrians similar to the LOS standards the City has adopted for motor vehicles. RAIL CORRIDOR Palo Alto is bisected by the Caltrain rail corridor, which provides important connections to the wider Bay Area; however, it also creates a significant barrier to local connectivity and circulation. Policies in this Element address these issues as well as safety and desired service expansions to better serve the California Avenue Caltrain station. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-18 REVISED COUNCIL DRAFT – MAY 1, 2017 To enhance local connectivity, improve pedestrian and bicycle circulation, and increase safety, the City of Palo Alto is also committed to pursuing grade separation for pedestrians, bicyclists, and automobiles at Caltrain crossings within the City and is considering conceptual grade separation alternatives. Recent studies have focused on three existing at-grade crossings at West Charleston Road, Meadow Drive, and Churchill Avenue; however there is significant interest in analyzing and pursuing grade separations at Alma Street as well, in addition to possible establishment of “quiet zones” for the near term. NEIGHBORHOOD IMPACTS Most Palo Alto streets are bordered by residential land uses. Citizens’ concerns reflect chronic problems like speeding, regional traffic on local streets, and too much motor vehicle traffic. The City has designated some streets as residential arterials to recognize that they carry large volumes of through-traffic but also have residential uses on both sides of the street. The objective is to address the desires of residents of these streets who would like to have slower speeds, safer conditions for bicycles and pedestrians, and aesthetic improvements. This must be done economically and without appreciably reducing traffic capacity or diverting traffic onto other local neighborhood streets. Additionally, to address community concerns, the City has developed a Traffic Intrusion on Residential Environments (TIRE) methodology that estimates resident perception of traffic impacts based on anticipated average daily traffic growth. Although not required under the California Environmental Quality Act or pursuant to VTA guidelines, the City of Palo Alto uses the TIRE index to measure the impact of traffic on residents along a street. Policies in this Element support traffic calming, which refers to projects that make permanent, physical changes to streets to slow traffic and/or reduce volumes, thus improving their safety and addressing residents’ concerns. Traffic calming measures can reduce speeds and return some through-traffic from local streets and collector streets to nearby arterials, something that may be of increased importance given the advent of technology that helps drivers navigate local streets to avoid congestion. Traffic calming also includes education and enforcement measures that promote changes in driver behavior. Some examples of traffic calming measures include:  Curb and Sidewalk Design. In many of the areas of Palo Alto built since World War II, an integral curb and sidewalk design was used, resulting in sidewalks The Traffic Infusion on Residential Environment (TIRE) index is a measure of the effect of traffic on the safety and comfort of human activities, such as walking, cycling, and playing on or near a street and on the freedom to maneuver vehicles in and out of residential driveways. The TIRE index scale ranges from 0 to 5 depending on daily traffic volume. An index of 0 represents the least infusion of traffic and 5 the greatest, and thereby, the poorest residential environment. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-19 immediately next to traffic lanes. Adding planting pockets and street trees would promote pedestrian use and also provide visual cues to drivers to reduce speeds. Curb extensions at intersections and crosswalks can also slow traffic speeds.  Reducing and Narrowing Lanes. In commercial areas, it may be feasible to reduce the number of lanes for through-traffic without losing too much traffic handling capacity. In these areas, curb lanes are often not very useful for through-traffic since they may be blocked or slowed by cars turning into and out of driveways and parking spaces. In other areas, narrowing the travel lanes is a technique that can be used to reduce motor vehicle speeds.  Traffic Circles. A traffic circle is a raised island in the center of an intersection that helps reduce speeding by forcing drivers to slow. Traffic circles have been shown to reduce collisions and are considered more bicycle-friendly than traditional two- or four-way stops controls. Because they don’t require stops, traffic circles also reduce local air and noise pollution from stop–and-go traffic, and offer opportunities for added landscaping and tree planting. Traffic circles are already used in Palo Alto’s residential neighborhoods, and the 2012 Bicycle + Pedestrian Transportation Plan calls for greater use of traffic circles, particularly along bicycle boulevards. PARKING Effectively managing parking supply and demand can reduce traffic congestion, protect the livability of residential neighborhoods, and support local businesses. The parking-related policies in this plan articulate a phased approach. In the near- term, the focus will be on conducting needs assessments, which establish a baseline for adequate parking in each of the city's commercial centers and employment districts under current conditions, and creating parking management strategies, which optimize the use of existing parking spaces. In the mid- to long-term, as it becomes easier and more convenient to walk, bike, rideshare and use transit, and as the effectiveness of parking management programs can be measured, the focus will shift to recalibrating parking supply. Bridging between these two phases will require identifying performance standards for transit, walking, ridesharing and bicycling that represent the thresholds at which point mechanisms to phase in updated parking requirements and reduce space allocated to parking over time should be considered. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-20 REVISED COUNCIL DRAFT – MAY 1, 2017 Parking management can be done in a number of ways, including optimizing use of existing spaces and incentivizing use of alternatives to the automobile. Technology is central to optimizing the use of existing spaces, and shared parking arrangements that allow different users to use the same spaces at alternate times can also optimize the use of existing spaces. Improving transit service, providing safe, convenient bicycle parking and enhancing the pedestrian realm can incentivize the use of transportation modes that don't require vehicle parking, while charging for parking makes it more likely that people will carpool, take transit, walk or bike. The City has already begun to pilot new programs and gauge the effectiveness of parking management strategies in coordination with other transportation demand management initiatives. This plan seeks to set the stage for continued innovation and experimentation in both the public and private sectors to develop effective solutions. Over time, carefully managing parking supply can significantly reduce the number of parking spaces needed, moderate traffic congestion, reduce the costs of providing parking, encourage transit and sustainable transportation choices and support Palo Alto’s goals for livable neighborhoods. Policies also support increasing the number of safe, attractive, and well-designed bicycle parking spaces in Palo Alto, as well as bike share hubs and bike stations at Caltrain stations. Priority areas of the city for enhanced bike parking include heavily travelled mixed-use areas, commercial centers, employment districts, recreational/cultural facilities, multi-modal transportation facilities and ride share stops. ROAD SAFETY Traffic safety will continue to be among the City’s top priorities in the future. City officials, city employees and community members are committed to working together to build better and safer streets, educate the public on traffic safety, enforce traffic laws, and adopt policy changes that save lives. The City is undertaking a comprehensive traffic safety program, and partners with Palo Alto Unified School District and the Palo Alto Parent Teacher Association (PTA) on a Safe Routes to School Program that encourages families to walk, bike, take transit and use other alternatives to driving to school more often and to reduce the risk of collisions for students. A new approach to substantially reducing traffic-related fatality rates without compromising mobility is the Vision Zero Initiative, which is being implemented in PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-21 cities throughout the US and Europe.. At the core of this approach is the pursuit of roadway safety for all users. TRANSIT-DEPENDENT COMMUNITIES Young people, seniors, people with low incomes, and people with limited mobility all have special transportation needs. Palo Alto is committed to providing reasonable accessibility and mobility for all members of the community, including those who depend on transit because they cannot drive or choose not to. As the baby boomer generation (i.e., those born between 1946 and 1964) ages, more and more people will forego driving or become unable to drive. Without proper access to affordable transit or families, friends, and/or neighbors who can provide rides, seniors face an increased risk of social and physical isolation. VTA offers seniors 65 and over a discounted Regional Transit Connection Card. In addition, Outreach, a non-profit organization that serves seniors and people with disabilities, offers transportation services in Santa Clara County, including a subsidized transit pass and subsidized taxi rides. While Outreach provides an important service to the community, there is a daily cap on the number of rides offered so all user requests may not be accommodated. VTA’s paratransit services are also provided by Outreach. Riders may reserve paratransit trips from one to three days in advance, between 8:00 a.m. and 5:00 p.m. for service the next day. However, paratransit services are limited to a ¾-mile corridor around the VTA bus routes and light rail stations. For travel outside of the service area, customers must arrange a transfer to the paratransit operator. The policies in this Element support these and other efforts to serve transit dependent communities and also embrace the principle of universal design to achieve roadways and sidewalks that can accommodate people of all abilities and all users, including automobiles, pedestrians, bicyclists. Examples of universal design to support people with disabilities include placing pedestrian push buttons at wheelchair level, audible pedestrian crossing systems, sidewalk curb ramps, including wider ramps for strollers, increasing pedestrian crossing times, sidewalk widths of six feet or greater, roadway and sidewalk materials that reduce slipping and add stability, minimizing driveway crossings and obstructions, and avoiding steep grades and slopes. Households that don’t own a car are dependent on transit to reach work, including evening, nighttime, and weekend shifts, and to meet other daily needs. At the same time, in a 2016 survey of workers in downtown Palo Alto, 40 percent of service workers reported that they would take transit to work if it was less expensive. Improving mobility for low- income residents and workers could mean both expanding transit and shuttle service to off-peak hours and supporting programs to provide free or discounted transit passes. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-22 REVISED COUNCIL DRAFT – MAY 1, 2017 REGIONAL COLLABORATION Increasing population and traffic congestion over the past 20 years have required an increased emphasis on regional solutions to transportation issues. A regional approach is needed to avoid local solutions that simply shift the problem elsewhere or produce unintended results. Transportation facilities like Caltrain or the Bayshore Freeway need to be managed regionally. Palo Alto is actively participating with other communities and Caltrain on electrification, known as the Peninsula Corridor Electrification Project (PCEP), which will replace existing diesel trains with electric ones along the 51-mile Caltrain corridor and enable Caltrain to both increase the number of trains it runs and run longer trains. While these changes offer benefits to regional commuters, they will increase delays and congestion at rail crossings until they are grade separated. The Santa Clara County VTA Congestion Management Program (CMP) is the venue for transportation planning in the County and the conduit for most transportation funding. Palo Alto representatives participate on VTA advisory committees as well as numerous other Bay Area regional bodies affecting transportation, including the Metropolitan Transportation Commission (MTC), Association of Bay Area Governments (ABAG), and the Bay Area Air Quality Management District (BAAQMD). High Occupancy Vehicle (HOV) lanes and express lanes are regional traffic management strategies aimed at reducing congestion on freeways and improving air quality. HOV lanes are reserved at peak travel times or longer for the exclusive use of vehicles with a driver and one or more passengers; although motorcycles and some alternative fuel and transit vehicles may also use the lanes. There are about 174 miles of freeway carpool lanes in Santa Clara County, including 84 miles along US 101 between the Palo Alto and Morgan Hill. GOALS, POLICIES, AND PROGRAMS SUSTAINABLE TRANSPORTATION GOAL T-1 Create a sustainable transportation system, complemented by a mix of land uses, that emphasizes walking, bicycling, use of public transportation, and other methods to reduce greenhouse gas emissions and the use of single occupancy motor vehicles. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-23 REDUCING RELIANCE ON SINGLE-OCCUPANT VEHICLES Policy T-1.1 Take a comprehensive approach to reducing single-occupant vehicle trips by involving those who live, work and shop in Palo Alto in developing strategies that make it easier and more convenient not to drive. Policy T-1.2 Collaborate with Palo Alto employers and business owners to develop, implement and expand comprehensive programs like the Transportation Management Association (TMA) to reduce single- occupant vehicle commute trips, including through incentives. Create a long-term education program to change Program T1.2.1 the travel habits of residents, visitors, shoppers, and workers by informing them about transportation alternatives, incentives, and impacts. Work with the Palo Alto Unified School District and with other public and private interests, such as the Chamber of Commerce and Commuter Wallet partners, to develop and implement this program. Formalize Transportation Demand Management Program T1.2.2 (TDM) requirements by establishing standards and guidelines that outline when new development should be required to prepare and implement a TDM Plan and the performance standards. Require regular monitoring/reporting and provide for enforcement with meaningful penalties for non- compliance. The ordinance should also:  Establish a list of effective TDM measures that include transit promotion, prepaid transit passes, commuter checks, car sharing, carpooling, parking cash-out, bicycle lockers and showers, shuttles to Caltrain,, requiring TMA membership, and education and outreach to support the use of these modes.  Provide a system for incorporating alternative measures as new ideas for TDM are developed. Transportation Demand Management (TDM) The term Transportation Demand Management (TDM) encompasses a coordinated set of strategies that are designed to reduce the use of single occupancy vehicles, and thereby reduce both traffic and parking demand. TDM programs include investments in alternative transportation improvements; incentives for local employees to take transit, walk, or bike; parking management; and marketing. In Palo Alto, the Transportation Management Authority (TMA), an independent non-profit organization that works collaboratively with the City and the business community, is responsible for coordinating TDM programs. Transportation Demand Management Strategies are also referenced under Program T-5.2.3. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-24 REVISED COUNCIL DRAFT – MAY 1, 2017  Establish a mechanism to monitor the success of TDM measures and track the cumulative reduction of peak period motor vehicle trips. TDM measures should achieve the following reduction in peak period motor vehicle trips, with a focus on single-occupant vehicle trips. Reductions should be based on the rates included in the Institute of Transportation Engineers’ Trip Generation Manual for the appropriate land use category: - 45 percent reduction in the Downtown district - 35 percent reduction in the California Avenue area - 30 percent reduction in the Stanford Research Park - 30 percent reduction in the El Camino Real Corridor - 20 percent reduction in other areas of the city  Require new development projects to pay a Transportation Impact Fee which will be used to offset or reduce impacts to congestion citywide to the extent feasible through transit services, shuttles, similar public services, bicycle lanes, and other capital improvements that enhance multimodal travel. Evaluate the performance of pilot programs Program T1.2.3 implemented by the Palo Alto Transportation Management Association and pursue expansion from Downtown to California Avenue and other areas of the city when appropriate. Site City facilities near high-capacity transit and Program T1.2.4 revise existing regulations, policies, and programs to encourage telecommuting, satellite office concepts, and work-at-home options. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-25 REDUCING GREENHOUSE GAS EMISSIONS Policy T-1.3 Reduce GHG and pollutant emissions associated with transportation by reducing vehicle miles traveled and per-mile emissions through increasing transit options and through the use of zero-emission vehicle technologies to meet City and State goals for GHG reductions by 2030. Develop an electric vehicle promotion program that Program T1.3.1 identifies policy and technical issues, barriers and opportunities to the expansion of electric vehicles. Use low-emission vehicles for the Palo Alto Free Program T1.3.2 Shuttle and work with transit providers, including SamTrans and VTA, to encourage the adoption of electric, fuel cell or other zero emission vehicles. Also work with private bus and shuttle providers, delivery companies, and ride services. Policy T-1.4 Ensure that electric vehicle charging infrastructure, including infrastructure for charging e-bikes, is available citywide. Update the Zoning Code to ensure compatibility Program T1.4.1 with the electric vehicle infrastructure requirements. Periodically review requirements for electric and Program T1.4.2 plug-in vehicle infrastructure in new construction. Consider and periodically review requirements for electric and plug-in infrastructure for remodels. Consider costs to the City, including identifying payment options. INCREASING TRANSIT USE Policy T-1.5 Encourage innovation and expanded transit access to regional destinations, multi-modal transit stations, employment centers and commercial centers, including those within Palo Alto through the use of efficient public and/or private transit options such as rideshare services, on-demand local shuttles, and other first/last mile connections. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-26 REVISED COUNCIL DRAFT – MAY 1, 2017 Collaborate with transit providers, including Program T1.5.1 Caltrain, bus operators and rideshare companies, to develop first/last mile connection strategies that boost the use of transit and shuttle service for local errands and commuting. Continue to work with Caltrain, Amtrak, and public Program T1.5.2 bus operators to expand bicycle storage on public transit vehicles and at transit hubs during both peak and off-peak hours. Policy T-1.6 Advocate for transit providers to coordinate train, bus, and shuttle schedules at multi-modal transit stations, and other transit information centers, to enable efficient transfer among public transit modes. Policy T-1.7 Work to ensure public and private school commute patterns are accommodated in the local transit system, including through schedule and route coordination. Policy T-1.8 Continue to encourage the provision of amenities such as seating, lighting, and signage, including real-time arrival information, at bus and shuttle stops and train stations to increase rider comfort, safety, and convenience. ENHANCING RAIL AND BUS SERVICE Policy T-1.9 Support Caltrain modernization and electrification, capacity and service enhancements and extension to Downtown San Francisco. Policy T-1.10 Encourage continued enhancement of the Caltrain stations as important transportation nodes for the city. Collaborate with Stanford University, VTA, Caltrain Program T1.10.1 and other agencies to pursue improvements to the Palo Alto Transit Center area aimed at enhancing the pedestrian experience and improving circulation and access for all modes, including direct access to El Camino Real for transit vehicles. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-27 In collaboration with Caltrain and Stanford Research Program T1.10.2 Park, pursue expansion of service to the California Avenue Caltrain Station and creation of an enhanced transit center at the Station, including connections to VTA bus service, the Palo Alto Free Shuttle, the Marguerite, and other private shuttles serving the Research Park. Policy T-1.11 Collaborate with transit agencies in planning and implementing convenient, efficient, coordinated and effective bus service in Palo Alto that addresses the needs of all segments of our population. Strongly recommend that VTA maintain existing Program T1.11.1 service and coverage levels in Palo Alto. Work with VTA to expand VTA express bus service Program T1.11.2 routes to serve the Stanford Research Park, California Avenue, Stanford University, and Downtown. Study the feasibility of, and if warranted provide, Program T1.11.3 traffic signal prioritization for buses at Palo Alto intersections, focusing first on regional transit routes. Also, advocate for bus service improvements on El Camino Real such as queue jump lanes and curbside platforms. SHUTTLE SERVICE, RIDESHARING AND FIRST/LAST MILE CONNECTIONS Policy T-1.12 Encourage services that complement and enhance the transportation options available to help Palo Alto residents and employees make first/last mile connections and travel within the city for daily needs without using a single occupancy vehicle, including shuttle, taxi and ridesharing services. Investigate a pilot program to subsidize a taxi, Program T1.12.1 rideshare, or transit program for Palo Altans to get to/from downtown, including offering education and incentives to encourage users. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-28 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy T-1.13 Continue the Palo Alto Free Shuttle Program and work with partners to enhance service by increasing frequency and prioritizing destinations of value to the community, including health centers, parks, schools, senior centers, and shopping areas and other places where residents gather. Evaluate theshuttle system periodically in Program T1.13.1 collaboration with community members, people with special needs, and PAUSD to:  Evaluate current routes and ridership;  Identify potential service improvements, including new or modified routes; expanded schedules that accommodate daytime, evening, and weekend demand; facilitating transit connections, and improvements to the safety and appearance of shuttle stops;  Explore partnerships with other services that could complement and supplement the Palo Alto Shuttle;  Develop clear and engaging materials to explain and promote shuttle use with the purpose of reducing barriers to use; and  Establish a schedule for regular evaluation and reporting to optimize shuttle system use and effectiveness. Policy T-1.14 Encourage employers to develop shared shuttle services to connect employment areas with the multi-modal transit stations and City amenities, and to offer employees education and information on how to use shuttles. BICYCLING AND WALKING Policy T-1.15 Promote bicycle use as an alternative way to get to work, school, shopping, recreational facilities and transit stops. Continue regular surveys of bicycle use across the Program T1.15.1 city, by collecting bicycle counts on important and potential bicycle corridors. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-29 Consider marketing strategies, such as a recurring Program T1.15.2 Palo Alto Open Streets program of events potentially in coordination with local business groups, which would include street closures and programming. Encourage private schools to develop Walk and Roll Program T1.15.3 Maps as part of Transportation Demand Management strategies to reduce vehicle trips. Participate in local and regional encouragement Program T1.15.4 events such as Palo Alto Walks and Rolls, Bike to Work Day, and Bike Palo Alto! that encourage a culture of bicycling and walking as alternatives to single occupant vehicle trips. Policy T-1.16 Require new office, commercial, and multi-family residential developments to provide improvements that improve bicycle and pedestrian connectivity as called for in the 2012 Bicycle + Pedestrian Transportation Plan. Policy T-1.17 Increase cooperation with surrounding communities and other agencies to establish and maintain off-roadway bicycle and pedestrian paths and trails that are integrated with creek, utility, railroad rights-of- way and green spaces in a manner that helps enhance and define the community and avoids environmental impacts. Policy T-1.18 Provide facilities that encourage and support bicycling and walking. Adjust the street evaluation criteria of the City's Program T1.18.1 Pavement Management Program to ensure that areas of the road used by bicyclists are maintained at the same standards as, or at standards higher than, areas used by motor vehicles. Include bicycle and e-bike detection in intersection upgrades. Prioritize investments for enhanced pedestrian Program T1.18.2 access and bicycle use within Palo Alto and to/from surrounding communities, including by incorporating improvements from related City plans, for example the 2012 Bicycle + Pedestrian Transportation Plan and the Parks, Trails & Open PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-30 REVISED COUNCIL DRAFT – MAY 1, 2017 Space Master Plan, as amended, into the Capital Improvements Program. Increase the number of east-west pedestrian and Program T1.18.3 bicycle crossings across Alma Street and the Caltrain corridor, particularly south of Oregon Expressway. Encourage the use of bike sharing, and the Program T1.18.4 provision of required infrastructure throughout Palo Alto, especially at transit stations and stops, job centers, community centers, and other destinations. Improve amenities such as seating, lighting, bicycle Program T1.18.5 parking, street trees, public art, and interpretive stations along bicycle and pedestrian paths and in City parks to encourage walking and cycling and enhance the feeling of safety. Policy T-1.19 Regularly maintain off-roadway bicycle and pedestrian paths, including sweeping, weed abatement, and surface maintenance. Policy T-1.20 Maintain pedestrian- and bicycle-only use of alleyways Downtown and in the California Avenue area where appropriate to provide connectivity between businesses and parking and transit stops, and consider public art in the alleyways as a way to encourage walking. MONITORING PROGRESS Policy T-1.21 Continue to measure the effectiveness of the City’s transportation network to make better decisions on transportation issues. Collect, analyze and report transportation data Program T1.21.1 through surveys and other methods on a regular basis. Track progress on build-out of the 2012 Bicycle + Pedestrian Transportation Plan network. Policy T-1.22 Monitor VMT per capita and citywide greenhouse gas (GHG) emissions from mobile sources as a measure of progress toward the City’s goal of reducing GHG 80% below 1990 levels by 2030. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-31 Policy T-1.23 Monitor and publicly report on the level of service at critical intersections (as shown on Map T-5) on a regular basis and consider additional intersections to add to this list to monitor the effectiveness of the City's growth management policies. Also monitor multi-modal level of service for arterials and residential arterials. FUNDING IMPROVEMENTS Policy T-1.24 Evaluate transportation funding measures periodically for ongoing transportation improvements that will help mitigate the impacts of future development and protect residents’ quality of life. When other sources are unavailable, continue to fund improvements, operations and maintenance through the general fund. As part of the effort to reduce traffic congestion, Program T1.24.1 regularly evaluate the City’s current Transportation Impact Fee and modify as needed to implement transportation projects, and consider new fees that new development projects must pay to the City for use in reducing roadway congestion impacts to the extent feasible through the provision of transit services, shuttles, carpool/rideshare incentives, bicycle lanes, and similar programs and capital improvements. Policy T-1.25 Collaborate with adjacent communities to ensure that Palo Alto and its immediate neighbors receive their fair share of regional transportation funds, proportional to the need and demand for transportation improvements within these communities to address region-wide transportation issues. In collaboration with regional agencies and Program T1.25.1 neighboring jurisdictions, identify and pursue funding for rail corridor improvements and grade separation. Policy T-1.26 Collaborate with public interest groups as well as federal, State, and local governments to study and advocate for transportation regulatory changes, such as an increase in the gasoline tax. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-32 REVISED COUNCIL DRAFT – MAY 1, 2017 TRAFFIC DELAY AND CONGESTION GOAL T-2 Decrease delay, congestion, and vehicle miles travelled with a priority on our worst intersections and our peak commute times, including school traffic. Policy T-2.1 Working with congestion management authorities including the Valley Transportation Authority (VTA) and the City/County Association of Governments of San Mateo County (C/CAG), implement traffic management strategies and technologies, such as signal coordination, centralized traffic control, and real-time travel information, to reduce traffic congestion in and around Palo Alto. Implement computerized traffic management Program T2.1.1 systems to improve traffic flow when feasible. Implement a program to monitor, coordinate, and Program T2.1.2 optimize traffic signal timing a minimum of every two years along arterial and residential arterial streets. Policy T-2.2 As part of the effort to reduce traffic congestion, seek ongoing funding and engage employers to operate and expand Transportation Management Associations (TMAs) to address transportation and parking issues as appropriate in the City’s employment districts. Work in partnership with the Palo Alto TMA and Program T2.2.1 Stanford University to aggregate data and realize measurable reductions in single-occupant vehicle commuting to and from Downtown and in the Stanford Research Park. Policy T-2.3 Use motor vehicle level of service (LOS) at signalized intersections to evaluate the potential impact of proposed projects, including contributions to cumulative congestion. Use signal warrants and other metrics to evaluate impacts at unsignalized intersections.. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-33 When adopting new CEQA significance thresholds Program T2.3.1 for compliance with SB 743 (2013), also adopt desired standards for multi-modal levels of service (MMLOS), which includes motor vehicle LOS, at signalized intersections for use in evaluating the consistency of a proposed project with the Comprehensive Plan. Policy T-2.4 Consistent with the principles of Complete Streets adopted by the City, work to achieve and maintain acceptable levels of service for transit vehicles, bicyclists, pedestrians and automobiles on roads in Palo Alto. Revise protocols for reviewing office, commercial, Program T2.4.1 and multi-family residential development proposals to evaluate multi-modal level of service and identify gaps in the low stress bicycle and pedestrian network. SCHOOLS AND CHILDCARE FACILITY CONGESTION Policy T-2.5 Encourage the location of childcare facilities near major employment hubs to reduce traffic congestion associated with child pick-up and drop-off. Policy T-2.6 Work with PAUSD to ensure that decisions regarding school assignments are analyzed to reduce peak period motor vehicle trips to and from school sites. Policy T-2.7 Work with the PAUSD to resolve traffic congestion issues associated with student drop-off and pick-up. Address pedestrian and bicycle access, circulation, and related issues such as coordinating bell schedules on City rights-of-way adjacent to schools and on PAUSD property. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-34 REVISED COUNCIL DRAFT – MAY 1, 2017 STREETS GOAL T-3 Maintain an efficient roadway network for all users. EFFICIENT CIRCULATION Policy T-3.1 Maintain a hierarchy of streets that includes freeways, expressways, arterials, residential arterials, collector streets, and local streets, balancing the needs of all users in a safe and appropriate manner. Policy T-3.2 Enhance connections to, from and between parks, community centers, recreation facilities, libraries and schools for all users. Policy T-3.3 Avoid major increases in single occupant vehicle capacity when constructing or modifying roadways unless needed to remedy severe congestion or critical neighborhood traffic problems. Where capacity is increased, balance the needs of motor vehicles with those of pedestrians and bicyclists. Policy T-3.4 Regulate truck movements and large commercial buses in a manner that balances the efficient movement of trucks and buses while preserving the residential character of Palo Alto's street system. STREET DESIGN AND MODIFICATION PROJECTS Policy T-3.5 When constructing or modifying roadways, plan for use of the roadway by all users. Continue to use best practices in roadway design Program T3.5.1 that are consistent with complete streets principles and the Urban Forest Master Plan, focusing on bicycle and pedestrian safety and multi-modal uses. Consider opportunities to incorporate best practices from the National Association of City Transportation Officials guidelines for urban streets and bikeways, tailored to the Palo Alto context. Establish procedures for considering the effects of Program T3.5.2 street design on emergency vehicle response time. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-35 Policy T-3.6 Consider pedestrians, bicyclists, e-bikes, and motorcycles when designing road surfaces, curbs, crossings, signage, landscaping, and sight lines. Policy T-3.7 Encourage pedestrian-friendly design features such as sidewalks, street trees, on-street parking, gathering spaces, gardens, outdoor furniture, art, and interesting architectural details. Policy T-3.8 Add planting pockets with street trees to provide shade, calm traffic and enhance the pedestrian realm. Policy T-3.9 Support city-wide sustainability efforts by preserving and enhancing the tree canopy where feasible within the public right of way, consistent with the Urban Forest Management Plan, as amended. Policy T-3.10 Participate in the design and implementation of comprehensive solutions to traffic problems near Stanford Shopping Center and Stanford Medical Center. Support increased public transit, traffic Program T3.10.1 management and parking solutions to ensure safe, convenient access to and from the Stanford Shopping Center/ Medical Center area. Implement and monitor Development Agreement Program T3.10.2 traffic mitigations at Stanford Medical Center. Provide safe, convenient pedestrian, bicycle, and Program T3.10.3 transit connections between the Stanford Shopping Center/Medical Center areas and housing along the Sand Hill Road/Quarry Road corridors to Palo Alto Transit Center, Downtown Palo Alto, and other primary destinations. Pursue extension of Quarry Road for transit, Program T3.10.4 pedestrians and bicyclists to access the Palo Alto Transit Center from El Camino Real. Also study the feasibility of another pedestrian and bicycle underpass of Caltrain at Everett Street. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-36 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy T-3.11 Consider the objectives of the Grand Boulevard Initiative and the South El Camino Boulevard Design Guidelines when designing roadway and pedestrian improvements along El Camino Real. Policy T-3.12 Coordinate roadway improvements with other transportation and utility infrastructure improvements such as sewer and water. Policy T-3.13 Work with Caltrans, Santa Clara County and VTA to improve east and west connections in Palo Alto and maintain a circulation network that binds the city together in all directions. Policy T-3.14 Continue to prioritize the safety of school children in street modification projects that affect school travel routes, including during construction. RAIL CORRIDOR Policy T-3.15 Pursue grade separation of rail crossings along the rail corridor as a City priority. Undertake studies and outreach necessary to Program T3.15.1 advance grade separation of Caltrain to become a “shovel ready” project and strongly advocate for adequate State, regional, and federal funding for design and construction of railroad grade separations. Conduct a study to evaluate the implications of Program T3.15.2 grade separation on bicycle and pedestrian circulation. Policy T-3.16 Keep existing at-grade rail crossings open to motor vehicles, pedestrians, and bicyclist, consistent with results of a focused circulation study and a context sensitive alternatives analysis. Policy T-3.17 Until grade separation is completed, improve existing at-grade rail crossings to ensure the highest feasible level of safety along the corridor and provide additional safe, convenient crossings. Complete a Palo Alto Avenue crossing study to Program T3.17.1 identify potential near-term safety and accessibility improvements. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-37 Work with Caltrain to ensure that the rail tracks are Program T3.17.2 safe and secure with adequate fencing and barriers. Policy T-3.18 Improve safety and minimize adverse noise, vibrations and visual impacts of operations in the Caltrain rail corridor on adjoining districts, public facilities, schools and neighborhoods with or without the addition of High Speed Rail. NEIGHBORHOOD IMPACTS GOAL T-4 Protect local streets that contribute to neighborhood character and provide a range of local transportation options. Policy T-4.1 Keep all neighborhood streets open as a general rule. Policy T-4.2 Continue to construct traffic calming measures to slow traffic on local and collector residential streets, and prioritize traffic calming measures for safety over congestion management. Identify specific improvements that can be used to Program T4.2.1 discourage drivers from using local, neighborhood streets to bypass traffic congestion on arterials. Periodically evaluate residential areas for traffic Program T4.2.2 impacts and use the results of that evaluation to prioritize traffic calming measures. Policy T-4.3 Maintain the following roadways as residential arterials, treated with landscaping, medians, and other visual improvements to distinguish them as residential streets, in order to improve safety:  Middlefield Road (between San Francisquito Creek and San Antonio Road)  University Avenue (between San Francisquito Creek and Middlefield Road)  Embarcadero Road (between Alma Street and West Bayshore Road)  East and West Charleston Road/Arastradero Road (between Miranda Avenue and Fabian Way). PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-38 REVISED COUNCIL DRAFT – MAY 1, 2017 Use landscaping and other improvements to Program T4.3.1 establish clear “gateways” at the points where the Oregon Expressway, University Avenue and Embarcadero Road transition from freeways to neighborhoods. Policy T-4.4 Minimize the danger of increased commercial ingress/egress adjacent to major intersections, and noticeable increases in traffic from new development in residential neighborhoods, through traffic mitigation measures. Policy T-4.5 Require project proponents to employ the Traffic Impact on Residential Environments (TIRE) methodology to measure potential street impacts from proposed new development of all types in residential neighborhoods. Policy T-4.6 Require new residential development projects to implement best practices for street design, stormwater management and green infrastructure. MOTOR VEHICLE AND BICYCLE PARKING GOAL T-5 Encourage attractive, convenient, efficient and innovative parking solutions for all users. MANAGING PARKING SUPPLY Policy T-5.1 All new development projects should meet parking demand generated by the project, without the use of on-street parking, consistent with the established parking regulations. As demonstrated parking demand decreases over time, parking requirements for new construction should decrease. Evaluate the need to update parking standards in Program T5.1.1 the municipal code, based on local conditions, different users’ needs and baseline parking need. Allow the use of parking lifts for Office/R&D and multi-family housing as appropriate. Consider reducing parking requirements for retail Program T5.1.2 and restaurant uses as a way to encourage new businesses and the use of alternative modes.. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-39 Work with stakeholders in each commercial center Program T5.1.3 and employment district to monitor conditions and determine the appropriate timing for revisions to parking requirements. Study the feasibility of unbundled parking for office, Program T5.1.4 commercial, and multi-family residential developments (including senior housing developments) that are well-served by transit and demonstrated walking and biking connections. Policy T-5.2 Continue to implement a comprehensive program of parking supply and demand management strategies citywide to optimize the use of existing parking spaces. Use technology to help identify parking availability Program T5.2.1 and make it easy to pay any parking fees. Study and implement pricing strategies for public Program T5.2.2 parking in commercial districts, taking into consideration both employee parking demand and the needs of retailers and customers. Use pricing to encourage short term parking on street, long term parking in parking garages, and the use of alternative modes of transportation. . Implement Council-adopted recommendations Program T5.2.3 from the parking management study for the Downtown area, which address the feasibility of removing color-coded parking zones, and dynamic pricing and management policies to prioritize short- term parking spaces closest to the commercial core for customers, garage parking for employees, and neighborhood parking for residents. Policy T-5.3 Work with merchants when designating dedicated employee (long term) parking areas in public parking lots and garages. Policy T-5.4 Encourage shared parking where complementary demand timing is demonstrated in order to optimize parking spaces in commercial centers and employment districts. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-40 REVISED COUNCIL DRAFT – MAY 1, 2017 Explore incentives to encourage privately initiated Program T5.4.1 shared parking among individual property owners when developments have excess parking that can be available for other businesses to use. Policy T-5.5 Minimize the need for employees to park in and adjacent to commercial centers, employment districts and schools. PARKING INFRASTRUCTURE AND DESIGN Policy T-5.6 Strongly encourage the use of below-grade or structured parking instead of surface parking for new developments of all types while minimizing negative impacts including groundwater and landscaping where feasible. Policy T-5.7 Require new or redesigned parking lots to optimize pedestrian and bicycle safety. Policy T-5.8 Promote vehicle parking areas designed to reduce stormwater runoff, increase compatibility with street trees and add visual interest to streets and other public locations. Encourage the use of photovoltaic panel or tree canopies in parking lots or on top of parking structures to provide cover, consistent with the Urban Forest Master Plan. Study the feasibility of retrofitting City-owned Program T5.8.1 surface parking lots to implement best management practices for stormwater management and urban heat island mitigation, including green infrastructure, permeable pavement and reflective surfaces. Identify incentives to encourage the retrofit of Program T5.8.2 privately owned surface parking areas to incorporate best management practices for stormwater management and urban heat island mitigation as well as incentives for the provision of publicly accessible bicycle parking in privately owned lots. Update City requirements regarding trees and other Program T5.8.3 landscaping that capture and filter stormwater PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-41 within surface parking lots to take advantage of new technology. Policy T-5.9 Promote safety for pedestrians in City-owned parking lots by adopting standards for landscaping, signage, walkways and lighting that reduce crime and ensure a safe and orderly flow of traffic. Policy T-5.10 Encourage the use of adaptive design strategies in new parking facilities in order to facilitate reuse in the future if and when conditions warrant. RESIDENTIAL PARKING Policy T-5.11 Protect residential areas from parking impacts of nearby businesses. Coordinate with neighborhood groups to evaluate Program T5.11.1 the need for a residential parking permit program in areas without existing programs. BICYCLE PARKING Policy T-5.12 To promote bicycle use, increase the number of safe, attractive and well-designed bicycle parking spaces available in the city, including spots for bicycle trailers, prioritizing heavily travelled areas such as commercial and retail centers, employment districts, recreational/cultural facilities, multi-modal transit facilities and ride share stops for bicycle parking infrastructure. Work with employers, merchants, schools, and Program T5.12.1 community service providers, to identify ways to provide more bicycle parking, including e-bike parking with charging stations, near existing shops, services and places of employment. Install secure electronic bike lockers such as the Program T5.12.2 BikeLink system, at high theft locations, including transit stations and parking garages. Assess the need to provide additional bicycle Program T5.12.3 parking in City-owned parking lots and rights-of- way. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-42 REVISED COUNCIL DRAFT – MAY 1, 2017 ROAD SAFETY GOAL T-6 Provide a safe environment for motorists, pedestrians, and bicyclists on Palo Alto streets. Policy T-6.1 Continue to make safety the first priority of citywide transportation planning. Prioritize pedestrian, bicycle, and automobile safety over motor vehicle level-of-service at intersections and motor vehicle parking. Follow the principles of the safe routes to schools Program T6.1.1 program to implement traffic safety measures that focus on Safe Routes to work, shopping, downtown, community services, parks, and schools. Develop, distribute and aggressively promote maps Program T6.1.2 and apps showing safe routes to work, shopping, community services, parks and schools within Palo Alto in collaboration with stakeholders, including PAUSD, major employers, TMAs, local businesses and community organizations. Address pedestrian safety along Alma Street Program T6.1.3 between Embarcadero Road and Lytton Street. Address pedestrian safety on shared-use paths Program T6.1.4 through the use of signs, pavement markings, and outreach to users, encouraging them to be safe and courteous. Policy T-6.2 Pursue the goal of zero severe injuries and roadway fatalities on Palo Alto city streets. Regularly collect severity and location data on Program T6.2.1 roadway collisions for all modes of travel, including fatalities and severe injuries, and use this data to make roadway design decisions. In collaboration with Santa Clara County, develop an up-to-date, public database for this information. Policy T-6.3 Continue to work with Caltrain to increase safety at train crossings, including improving gate technology, and signal coordination. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-43 Policy T-6.4 Continue the Safe Routes to School partnership with PAUSD and the Palo Alto Council of PTAs. Consider the Adopted School Commute Corridors Program T6.4.1 Network and adopted “Walk and Roll” maps when reviewing development applications and making land use and transportation planning decisions. Incorporate these requirements into City code when feasible. Establish standards and procedures for maintaining Program T6.4.2 safe bicycling routes, including signage for warnings and detours during construction projects. In collaboration with PAUSD, provide adult crossing Program T6.4.3 guards at school crossings that meet established warrants. Policy T-6.5 Support PAUSD adoption of standard Safe Routes to School policies and regulations that address the five E’s of education, encouragement, enforcement, engineering, and evaluation. Policy T-6.6 Use engineering, enforcement, and educational tools to improve traffic safety on City roadways. Periodically evaluate safety on roadways and at Program T6.6.1 intersections and enhance conditions through the use of signal technology and physical changes. Consider the construction of traffic circles for improved intersection safety. Continue to provide educational programs for Program T6.6.2 children and adults, in partnership with community- based educational organizations, to promote the safe use of bicycles, including the City-sponsored bicycle education programs in the public schools and the bicycle traffic school program for juveniles. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-44 REVISED COUNCIL DRAFT – MAY 1, 2017 Work with PAUSD and employers to promote Program T6.6.3 roadway safety for all users, including motorized alternatives to cars and bikes such as mopeds and e-bikes, through educational programs for children and adults. Complete a mobility and safety study for downtown Program T6.6.4 Palo Alto, looking at ways to improve circulation and safety for all modes. Identify and construct safety improvements for Program T6.6.5 pedestrian underpasses, including on Embarcadero Road. Improve pedestrian crossings by creating protected Program T6.6.6 areas and better pedestrian and traffic visibility. Use a toolbox including bulb outs, small curb radii, high visibility crosswalks, and landscaping. Establish a program to educate residents to keep Program T6.6.7 sidewalks clear of parked cars, especially on narrow local streets in neighborhoods with rolled curbs. Survey for compliance annually. Policy T-6.7 Use appropriate technology to monitor and improve circulation safety throughout the City. Evaluate the performance of safety improvements Program T6.7.1 and identify methods to encourage alternative transportation modes. Policy T-6.8 Vigorously and consistently enforce speed limits and other traffic laws for both motor vehicle and bicycle traffic. TRANSIT-DEPENDENT COMMUNITY GOAL T-7 Provide mobility options that allow people who are transit dependent to reach their destinations. Policy T-7.1 Support mobility options for all groups in Palo Alto who require transit for their transportation. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-45 Expand transportation opportunities for transit-Program T7.1.1 dependent riders by supporting discounts for taxi fares, rideshare services, and transit, by coordinating transit systems to be shared by multiple senior housing developments, and by maintaining a database of volunteer drivers, and other transit options. Coordinate with social service agencies and transit Program T7.1.2 agencies to fill gaps in existing transportation routes and services accessible to transit-dependent riders no matter their means and design new bus routes that enable them to access those services. Pursue expanded evening and night time bus Program T7.1.3 service to enhance mobility for all users during off- peak times. Policy T-7.2 Utilize the principles of Universal Design, and local and State design standards, to guide the planning and implementation of transportation and parking improvement projects to ensure the needs of community members with limited mobility, including some seniors and people with disabilities, are addressed. Policy T-7.3 Continue to partner with transit providers, including VTA, to support demand-responsive paratransit service for eligible participants in Palo Alto and maintain existing paratransit services, particularly where bus service is discontinued. Emphasize service quality and timeliness when contracting for paratransit services. Policy T-7.4 Collaborate with transit and shuttle providers including VTA, AC Transit, SamTrans, Stanford Marguerite Shuttle, Palo Alto Free Shuttle, Dumbarton Express Bus Service and Caltrain in the provision of service that is accessible to seniors and people with disabilities. Policy T-7.5 Support transit providers in implementing or continuing reduced fare or no fare voucher systems for selected populations, including seniors and people with disabilities. Policy T-7.6 Encourage transit service providers to provide subsidized transit passes for low income riders and other transit-dependent communities. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-46 REVISED COUNCIL DRAFT – MAY 1, 2017 REGIONAL COLLABORATION AND COORDINATION GOAL T-8 Influence the shape and implementation of regional transportation policies and technologies to reduce traffic congestion and greenhouse gas emissions. Policy T-8.1 Engage in regional transportation planning and advocate for specific transit improvements and investments, such as Caltrain service enhancements and grade separations, Dumbarton Express service, enhanced bus service on El Camino Real with queue jumping and curbside platforms, HOV/HOT lanes, and additional VTA bus service. Policy T-8.2 Participate in regional planning initiatives for the rail corridor and provide a strong guiding voice. Policy T-8.3 Collaborate effectively with and engage in regional partnerships and solutions with a range of stakeholders, including regional agencies, neighboring jurisdictions and major employers, on issues of regional importance such as traffic congestion, reduced reliance on single- occupant vehicles, and sustainable transportation. Continue to participate in regional efforts to Program T8.3.1 develop technological solutions that make alternatives to the automobile more convenient and thereby contribute to reducing congestion. Policy T-8.4 Coordinate with local, regional agencies, and Caltrans to support regional efforts to maintain and improve transportation infrastructure in Palo Alto, including the Multi-Modal Transit Center. Policy T-8.5 Support the efforts of the Metropolitan Transportation Commission (MTC) to coordinate transportation planning and services for the Mid- Peninsula and the Bay Area that emphasize alternatives to the automobile. Policy T-8.6 Advocate for efforts by Caltrans and the Valley Transportation Authority to reduce congestion and improve traffic flow on existing freeway facilities consistent with Statewide GHG emissions reduction initiatives. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 T-47 Advocate for provision of a new southbound Program T8.6.1 entrance ramp to Highway 101 from San Antonio Road, in conjunction with the closure of the southbound Charleston Road on-ramp at the Rengstorff Avenue interchange in Mountain View. Advocate for improved connectivity to transit to Program T8.6.2 serve workers who live in the South Bay and work in Palo Alto. Policy T-8.7 Support the application of emerging freeway information, monitoring, and control systems that provide non-intrusive driver assistance and reduce congestion. Policy T-8.8 Where appropriate, support the conversion of existing traffic lanes to exclusive bus and high-occupancy vehicle (HOV) lanes or Express/HOT lanes on freeways and expressways, including the Dumbarton Bridge, and the continuation of an HOV lane from Redwood City to San Francisco. Policy T-8.9 Support State and federal legislation to reduce motor vehicle emissions, noise, and fuel consumption. Policy T-8.10 Support plans for intra-county and transbay transit systems that link Palo Alto to the rest of Santa Clara County and adjoining counties. Ensure that these systems and enhancements do not adversely impact the bay. Work with regional transportation providers, Program T8.10.1 including BART and Caltrain, to improve connections between Palo Alto and the San Francisco International Airport and Norman Y. Mineta San Jose International Airport. Policy T-8.11 Support regional plans to complete development of the Bay Trail and Bay-to-Ridge Trail. Policy T-8.12 Support the development of the Santa Clara County Countywide Bicycle System, and other regional bicycle plans. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-48 REVISED COUNCIL DRAFT – MAY 1, 2017 Identify and improve bicycle connections to/from Program T8.12.1 neighboring communities in Santa Clara and San Mateo counties to support local trips that cross city boundaries. Also advocate for reducing barriers to bicycling and walking at freeway interchanges, expressway intersections, and railroad grad crossings. LAND USE AND COMMUNITY DESIGN REVISED COUNCIL DRAFT – MAY 1, 2017 L-1 3 This revised Council draft element reflects revisions in response to Council direction received on January 30, 2017, including revisions to improve the organization of the Element and eliminate redundancies. L INTRODUCTION The Land Use and Community Design Element sets the foundation for future preservation, growth, and change in Palo Alto and serves as the blueprint for the development of public and private property in the city. It includes policies and programs intended to balance natural resources with future community needs in a way that makes optimal use of available land, to create attractive buildings and public spaces that reinforce Palo Alto’s sense of place and community, to preserve and enhance quality of life and services in Palo Alto neighborhoods and districts, and to maintain Palo Alto's role in the success of the surrounding region. This Element meets the State-mandated requirements for a Land Use Element. It defines categories for the location and type of public and privates uses of land under the City's jurisdiction; it recommends standards for population density and building intensity on land covered by the Comprehensive Plan; and it includes a Land Use Map (Map L-6) and Goals, Policies, and Programs to guide land use distribution in the city. By satisfying these requirements, the Land Use and Community Design Element lays out the basic guidelines and standards upon which all of the other Comprehensive Plan elements rely and build. Other elements of the Plan correspond with the land use categories and policy direction contained in this Element, while providing more specialized guidance focused on particular topics, such as transportation or conservation. VISION: Palo Alto’s land use decisions shall balance our future growth needs with the preservation of our neighborhoods, address climate protection priorities through sustainable development near neighborhood services, and enhance the quality of life of all neighborhoods. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-2 REVISED COUNCIL DRAFT – MAY 1, 2017 CONNECTIONS TO OTHER ELEMENTS The Land Use and Community Design Element is replete with direct connections to all of the other elements of the Comprehensive Plan. Its guidance for land uses is strongly linked to the Housing Element’s prescriptions for residential development, even though the Housing Element is cyclically updated on a separate State- mandated timetable. The inextricable tie between land use and transportation is clearly apparent both in this Element and the Transportation Element, as the co- location of land uses significantly affects the ability of transit, walking, and biking to replace vehicle travel, in addition to capitalizing on the presence of rail service in Palo Alto. The success of programs in the Natural and Urban Environment and Safety Element is largely dependent on land uses decisions that protect the environment as well as people and property. The Land Use Element dovetails with both the quality of life initiatives in the Community Services and Facilities Element, and the prosperity objectives of the Business and Economics Element. PLANNING CONTEXT NATURAL ENVIRONMENT With a backdrop sweeping from forested hills to the Bay, Palo Alto is framed by natural beauty. Views of the foothills contribute a sense of enclosure and a reminder of the close proximity of open space and nature. Views of the baylands provide a strong connection to the marine environment and the East Bay hills. Together with the city’s marshland, salt ponds, sloughs, creeks, and riparian corridors, these natural resources, clearly visible in the aerial photograph in Map L-1, are a major defining feature of Palo Alto’s character. Preserving the city’s attractive and valuable natural features is important for a number of reasons. Ecologically, these areas provide key habitat for wildlife, create a buffer from developed areas, and act as a natural filtration system for storm water runoff. For the community, they represent an important facet of the look and feel of Palo Alto, contributing to a sense of place both through direct public access to natural areas and the views that establish Palo Alto’s local scenic routes. Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Sunnyvale Atherton Redwood City OregonExpressway Embar cader o R oad ElCa mino Real PageMillRoad UniversityAvenue Lo u i s R o a d ChanningAvenue Stanford Lands AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet §¨¦280 Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community MA P L- 1 P A L O A L T O A E R I A L V I E W P A L O A L T O C O M P R E H E N S I V E P L A N L A N D U S E 0 1 2 Miles Source: City of Palo Alto, 2013; ESRI, 2016; PlaceWorks, 2016. Railroads City Boundary Sphere of Influence PALO ALTO PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-4 REVISED COUNCIL DRAFT – MAY 1, 2017 REGIONAL PLANNING Palo Alto cooperates with numerous regional partners on a range of issues of common interest. Regional planning partners include the California Department of Transportation (Caltrans) and other State agencies, Metropolitan Transportation Commission and Association of Bay Area Governments, Santa Clara Valley Transportation Authority, San Mateo County Transit District, Santa Clara County, San Mateo County, and neighboring cities. The City of Palo Alto works together with the cities of East Palo Alto and Menlo Park on a variety of shared programs relating to economic development, social services, education, public safety, and housing. Palo Alto also works with Mountain View, Los Altos, and Los Altos Hills on joint ventures such as fire protection and water quality control. In addition, Palo Alto elected officials and staff participate in numerous countywide and regional planning efforts, including via both advisory and decision-making boards and commissions. Palo Alto also maintains a strong relationship with Stanford University. Although the campus lies outside of the city limits, as shown in Map L-2, important Stanford- owned lands are within Palo Alto, including Stanford Shopping Center, Stanford Research Park, and the Stanford University Medical Center. The City, Santa Clara County, and Stanford maintain an inter-jurisdictional agreement regarding development on unincorporated Stanford lands and collaborate on selected land use and transportation projects. CITY EVOLUTION EARLY HISTORY There is evidence in the archaeological record of people living along San Francisquito Creek as far back as 4000 BC, and the first widely recognized inhabitants are the Costanoan people starting in about 1500 BC. The Costanoan are Ohlone- speaking Native Americans who lived near the water from San Francisco Bay to Carmel. Costanoan and earlier artifacts have been identified in the city, particularly along the banks of San Francisquito Creek. Preservation of these resources is a high priority for the City and essential to defining the character of the community. Foot h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Sunnyvale Atherton Redwood City OregonExpressway Emba rc a dero Road ElCaminoReal PageMillRoad UniversityAvenue Lou i s R o a d ChanningAvenue Stanford Lands AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet §¨¦280 MA P L - 2 S P H E R E O F I N F L U E N C E , U R B A N S E R V I C E A R E A , A N D S T A N F O R D U N I V E R S I T Y L A N D S P A L O A L T O C O M P R E H E N S I V E P L A N L A N D U S E 0 1 2 Miles Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; Stanford University, 2000; PlaceWorks, 2014. City Limit Sphere of Influence Stanford Academic Growth Boundary Railroads ^_Potential Future School Site Stanford University Land Use Designations Academic Campus Campus Residential - Low Density Campus Residential - Moderate Density Open Space and Field Research Campus Open Space Special Conservation Lake/Reservoir Urban Service Boundary !Caltrain Stations ^_ PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-6 REVISED COUNCIL DRAFT – MAY 1, 2017 CITY DEVELOPMENT From its earliest days, Palo Alto has been a world-class center of knowledge and innovation. The city incorporated in 1894 on land purchased with the specific intent of serving the newly established Stanford University. Originally centered on University Avenue, Palo Alto grew south and east, incorporating the older town of Mayfield and its California Avenue district in 1925. By the 1970s, the city had almost doubled in size, stretching into the foothills and south to Mountain View, with commercial centers along Middlefield Road in Midtown and El Camino Real through formerly unincorporated Barron Park, and research and development areas at the city’s outskirts. Today, Palo Alto covers almost 26 square miles (16,627 acres) of land, about a third of which is open space, including 34 city-owned parks and 1,700 acres of protected baylands. Ensuring that activities in and around the baylands, including airport operations, occur with minimal environmental impacts is of major importance to the City and region. COMPACT DEVELOPMENT Palo Alto was an early adopter of compact development principles, as embodied in the Urban Service Area designated to manage growth in the current Comprehensive Plan. Through this strategy, the City has endeavored to direct new development into appropriate locations—such as along transit corridors and near employment centers— while protecting and preserving neighborhoods as well as the open space lands that comprise about half of the city. SUSTAINABILITY AND RESILIENCE Palo Alto is regarded as a leader in sustainability, having adopted its first Climate Action Plan in 2007 and continuing through the City’s multi-faceted efforts to PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-7 eliminate the community’s dependence on fossil fuels and adapt to the potential effects of climate change. Through the direct provision of public utility services by the City to the community, Palo Alto is able to achieve truly outstanding energy efficiency and water conservation. The City and community also are leaders in promoting non- automobile transportation, waste reduction and diversion, and high-quality, low- impact development. In addition to efficiency and conservation, the City sees an adequate housing supply as a fundamental component of a sustainable and equitable community. As of the adoption of this Comprehensive Plan, renting or owning a home in Palo Alto is prohibitively expensive for many. The housing affordability crisis in Palo Alto, and in the Bay Area more broadly, has a number of negative consequences, including diminished socioeconomic diversity and increased traffic congestion as local workers commute from distant places where housing is cheaper. In response, this Element lays out a multi-faceted strategy to both preserve existing housing and create new housing in a variety of types and sizes. Most new housing is anticipated to be multi- family housing on redeveloped infill sites near housing. These policies and programs work hand-in-hand with Housing Element programs and focus change along transit corridors, while preserving the character of established single-family neighborhoods. Together, all of these efforts make Palo Alto a more resilient community, able to adjust behaviors and actions in an effort to protect and preserve environmental resources. CITY STRUCTURE COMPONENTS The city is composed of unique neighborhoods and distinct but connected commercial centers and employment districts. Understanding how these different components of the city structure support one another and connect to the region can help inform land use planning. By reflecting the existing structure in its policies, Palo Alto will ensure that it remains a community that encourages social contact and public life and also maintains quality urban design. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-8 REVISED COUNCIL DRAFT – MAY 1, 2017 RESIDENTIAL NEIGHBORHOODS Palo Alto’s 35 neighborhoods are characterized by housing, parks, and public facilities. Their boundaries are based on land use and street patterns and community perceptions. Most of the residential neighborhoods have land use classifications of single-family residential with some also including multiple-family residential, and transitions in scale and use often signify neighborhood boundaries. Each neighborhood is a living reminder of the unique blend of architectural styles, building materials, scale, and street patterns that were typical at the time of its development. These characteristics are more intact in some neighborhoods than in others. The City strives to complement neighborhood character when installing streets or public space improvements and to preserve neighborhoods through thoughtful development review to ensure that new construction, additions, and remodels reflect neighborhood character. Neighborhoods built prior to the mid-1940s generally have a traditional pattern of development with relatively narrow streets, curbside parking, vertical curbs, and street trees between the curb and sidewalk. Many homes are oriented to the street with parking often located to the rear of the lot. Many later neighborhoods were shaped by Modernist design ideas popularized by builder Joseph Eichler. The houses are intentionally designed with austere facades and oriented towards private backyards and interior courtyards, where expansive glass walls “bring the outside in.” Curving streets and cul-de-sacs further the sense of house as private enclave, and flattened curbs joined to the sidewalk with no planting strip create an uninterrupted plane on which to display the house. Some neighborhoods built during this period contain other home styles such as California ranch. Both traditional and modern Palo Alto neighborhoods have fine examples of multi- unit housing that are very compatible with surrounding single-family homes, primarily because of their high-quality design characteristics, such as entrances and gardens that face the street rather than the interior of the development. Examples include duplexes and small apartment buildings near Downtown, as well as second units and cottage courts in other areas of the city. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-9 COMMERCIAL CENTERS Centers are commercial and mixed use areas that serve as focal points of community life. These commercial centers are distributed throughout the city, within walking or bicycling distance of virtually all Palo Alto residents, as shown in Map L-3. There are three basic types of Centers in Palo Alto:  Regional Centers include University Avenue/Downtown and Stanford Shopping Center. These areas are commercial activity hubs of citywide and regional significance, with a mix of shopping, offices, and some housing. Downtown is characterized by two- and three-story buildings with ground floor shops. Downtown Palo Alto is widely recognized for its mix of culture, architecture, and atmosphere of innovation, which make it a uniquely special place. Trees, benches, outdoor seating areas, sidewalks, plazas, and other amenities make the streets pedestrian-friendly. Transit is highly accessible and frequent. Downtown plays a key role in concentrating housing, employment, shopping, and entertainment near each other and regional rail and other transit, exemplifying and supporting citywide sustainability and resiliency. However, a recent cycle of economic growth has brought increased pressure for additional office space in Downtown Palo Alto. In recent years, the demand has become so strong that other important uses that contribute to Downtown’s vitality, such as storefront retail, are at risk of being pushed out. This Element includes policies and programs to preserve ground floor-retail uses Downtown and sustain its role as a gathering place. Programs are also included to convert some unused development potential from commercial to residential potential in the future. Stanford Shopping Center has evolved from its original auto-oriented design into a premier open-air pedestrian environment known for extensive landscaped areas surrounded by retail and dining.  Multi-Neighborhood Centers, including California Avenue, Town and Country Village, and South El Camino Real, are retail districts that serve more than one neighborhood with a diverse mix of uses including retail, office, and residential. They feature one- to three--story buildings with storefront windows and outdoor seating areas that create a pedestrian-friendly atmosphere. These centers also contain retail uses clustered around plazas and parks that provide public gathering spaces. They can be linked to other city Centers via transit. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-10 REVISED COUNCIL DRAFT – MAY 1, 2017  Neighborhood Centers, such as Charleston Shopping Center, Edgewood Plaza and Midtown Shopping Center, are small retail areas drawing customers from the immediately surrounding area. These centers are often anchored by a grocery or drug store and may include a variety of smaller retail shops and offices oriented toward the everyday needs of local residents. Adjacent streets provide walking, biking, and transit connections. EMPLOYMENT DISTRICTS Palo Alto’s employment districts, such as Stanford Research Park, Stanford Medical Center, East Bayshore, and San Antonio Road/Bayshore Corridor, represent a development type not found in other parts of the city. These Districts are characterized by large one- to four-story buildings, with some taller buildings, separated by parking lots and landscaped areas. The Districts are accessed primarily by automobile or employer-supported transit, though future changes in land use and tenancy could support a shift toward transit, pedestrian, and bicycle travel. GROWTH MANAGEMENT The pace of non-residential growth and development in Palo Alto has been moderated by a citywide cap on non-residential development first adopted by the City Council in 1989. Based on the demonstrated and continuous strength of the city’s economy, and recent changes in the approach to growth management throughout California, this Plan presents an updated cumulative growth management and monitoring system. This system moderates the overall amount of new office/R&D development and monitors its impacts on Palo Alto’s livability. An implementation program addresses the pace of new office/R&D development by updating an existing ordinance establishing an annual limit on the amount allowed. This updated approach uses 2015 as the baseline from which to monitor new development and establishes a cumulative, citywide cap on office/R&D uses, including conversions of existing square footage to office/R&D space. It also establishes clear guidance to address what the City should do as the cap is approached. Fo o t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos £¤101 §¨¦280 OregonExpresswayEmbarcaderoRoad AlmaStree tElCaminoReal Page MillRoad UniversityAvenue Lo u i s R o a d Channing Avenue Stanford Lands Ø Ø Ø Ø Ø Ø Ø Ø 3 1 1 3 2 1 2 2 2 1 2 3 4 1 Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; PlaceWorks, 2014. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T 0 0.5 1 Miles MA P L - 3 C I T Y S T R U C T U R E !Caltrain Stations Sphere of Influence City Boundary Railroads Park/Open Space Regional Centers 1. University Avenue/Downtown 2. Stanford Shopping Center Commercial Districts 1. South of Forest Area (SOFA) 2. California Avenue 3. Alma Village 1. Stanford Research Park 2. Stanford Medical Center 3. East Bayshore 4. San Antonio Road/Bayshore Corridor "Ø Mixed Use Areas Employment Centersl ³³lo× Employment Districts 1. California Avenue 2. Town & Country Village 3. South El Camino Real Multi-Neighborhood Centers"Ø 1. Charleston Center 2. Edgewood Plaza 3. Midtown Neighborhood Centers"Ø PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-12 REVISED COUNCIL DRAFT – MAY 1, 2017 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-13 URBAN DESIGN The look and feel of Palo Alto is shaped by urban design, which encompasses the wide variety of features that together form the visual character of the city. These elements range from aesthetic to functional and include the design of buildings, the historic character of structures and places, public spaces where people gather, gateways or entrances to the city, street trees lining neighborhoods, art decorating public spaces, as well as parking lots and essential infrastructure. Key community design features are illustrated on Map L-4. BUILDINGS Palo Alto has many buildings of outstanding architectural merit representing a variety of styles and periods. The best examples of these buildings are constructed with quality materials, show evidence of craftsmanship, fit with their surroundings, and help make neighborhoods comfortable and appealing. To help achieve quality design, the Architectural Review Board reviews buildings and site design for commercial and multi-family residential projects. Palo Alto’s commercial and residential buildings have received regional and national design recognition. Design issues in residential neighborhoods include sympathetic restoration and renovation of homes, protection of privacy if second stories are added, and efforts to make streets more inviting to pedestrians. HISTORIC RESOURCES Palo Alto has a rich stock of historic structures and places that are important to the city’s heritage and preserving and reusing these historic resources contributes to the livability of Palo Alto. The City’s Historic Inventory lists approximately 400 buildings of historical merit, with more than a dozen buildings on the National Register of Historic Places, as well as two historic districts: Ramona Street and Professorville. Map L-5 illustrates historic resources in Palo Alto. Historic sites include the El Palo Alto redwood, believed to be the site of a 1776 encampment of the Portola Expedition and one of 19 California Points of Historical Interest in the city. The garage at 367 Addison that was the birthplace of Hewlett- Packard is one of seven sites or structures listed on the California Register of Historic Landmarks. The length of El Camino Real from San Francisco to San Diego, including the section that passes through Palo Alto, is a State Historic Landmark. Many historic PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-14 REVISED COUNCIL DRAFT – MAY 1, 2017 buildings in the city have been rehabilitated and adaptively reused as office or commercial spaces, including former single-family homes in and near downtown. PUBLIC SPACES, STREETS, AND PARKING Throughout Palo Alto are a variety of public spaces from parks and schools to plazas and sidewalks, to cultural, religious, and civic facilities. Each of these can increasingly serve as centers for public life with gathering places, bicycle and pedestrian access, safety-enhancing night-time lighting and clear visual access, and, in some cases, small-scale retail uses such as cafes. Well-designed streets also invite public use and enhance quality of life. Palo Alto’s reputation as a gracious residential community is due not only to its fine street trees and attractive planting areas, but also to appropriate street width for neighborhood character, accommodation of pedestrians and bicycles, height and setbacks of buildings, and color and texture of paving materials. These components help to ensure that streets are pleasant and safe for all travelers. Parking lots occupy large amounts of surface area in the city. Well-designed parking lots make efficient use of space while contributing positively to the appearance of the surrounding area. A parking lot can provide an opportunity for open space and outdoor amenities rather than just a repository for cars. Many parking lots in Palo Alto include trees, landscaping and public art. GATEWAYS Community identity is strengthened when the entrances to the city are clear and memorable. In Palo Alto, these entrances or gateways include University Avenue, El Camino Real, Middlefield Road, Oregon Expressway/Page Mill Road, San Antonio Road and Embarcadero Road, and the Palo Alto Transit Center and California Avenue Caltrain station. Well-designed gateways are defined by natural and urban landmarks that complement the character and identity of the neighborhood. Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Atherton Redwood City OregonExpresswayEmbarcaderoRoad AlmaStreetElCaminoReal Page MillRoad UniversityAvenue Lou i s R o a d Channing Avenue Stanford Lands§¨¦280 Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; PlaceWorks, 2014. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T 0 1 2 Miles MA P L - 4 C O M M U N I T Y D E S I G N F E A T U R E S Major View Corridors k Primary Gateways ! !Scenic Routes in Palo Alto !Caltrain Stations Railroads Park/Open Space City Boundary Sphere of Influence PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-16 REVISED COUNCIL DRAFT – MAY 1, 2017 !!!!!!! !!! ! !! ! !!!!!!!!! ! ! ! !!!! ! ! !!! ! ! ! ! ! !! ! ! ! ! ! ! ! !!! ! ! ! !!!!!!!!! ! ! ! ! ! !!!! !!! ! !!! ! ! !!!!!! !!!!!! !! !!!!!! ! !!!!! ! ! ! !!! !!!!! ! ! !! ! ! ! !! ! !!! ! ! ! ! !! !!! ! ! !!!!!!!!!!!! ! !! !! !!! ! ! ! ! !!!!!!!!! ! ! ! ! ! ! ! ! ! !! !! ! !! !!!! ! ! ! ! !! !!!! !! ! ! ! ! !!! ! !! ! !!!!!!!! ! !!!!!! !! !! !!!! ! !!! !!! ! !! !! !!!! !!! ! ! !!!! !!!! ! ! !!! !!! !!! !!!!! !!!!! ! ! !!!!!! !! ! !! !!!!! ! ! ! !! ! ! ! ! ! ! !!! !! !!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! !!! !!! ! ! ! ! ! !!!! !!!!! !!!!! !! ! !!! ! !! ! ! ! !! !!! ! ! !!!!!! ! !! ! !!!! ! ! ! !!! ! ! ! ! ! Foot h i l l E x p r e s s w a y Mountain View Stanford University Los Altos Hills Menlo Park Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 ·|}þ237 Sunnyvale Atherton OregonExpressway Embarcadero Road ElCaminoReal PageMillRoad UniversityAvenue Loui s R o a d ChanningAvenue Stanford Lands MiddlefieldRoad AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet LouisRoad Professorville Historic District Green Gables Historic District Greenmeadow Historic District Ramona Street Architectural District §¨¦280 M A P L - 5 !!!!!!! !!! ! !! ! !!!!!!!!! ! ! ! !!!! ! ! !!! ! ! ! ! !! ! ! ! ! ! ! ! !!! ! ! ! !!!!!!!!! ! ! ! ! ! !!!! ! !! ! !!! ! ! !!!!!! !!!! !! !! !!!!!! !!!!!! ! ! ! ! !!!!!!! ! ! !! !! ! !! ! !!! ! ! ! ! !! !!!! ! !!!!!!!!!!!! ! ! ! !! !!! ! ! ! ! !!!!!!!!! ! ! ! ! ! ! ! ! ! !! !! ! !! !!!! ! ! ! ! !! !!!! !! ! ! ! ! !!! ! !! ! ! !!! !!!! ! !!!!!! !! !! !!! ! ! !!! !!! ! !! !! !!!! !!! ! ! !!!! !!! ! ! ! !!! !!! !!! !! ! !! !!!!! ! ! !!!!!! !! ! !! !!!!! ! ! ! !! ! ! ! ! ! ! !!! !! !!! ! ! ! ! ! ! ! ! ! !! !!! !!! ! ! ! ! ! !!!! !!!! !!!!!! !! ! !!! ! !! ! ! ! !! !!! ! !!!!!!! ! !! ! !!!! ! ! ! !!! ! ! ! H I S T O R I C R E S O U R C E S Source: PlaceWorks, 2016; The City of Palo Alto, 2013. 0 1 2 Miles *Cultural and historic resources include Historic Structures on the City of Palo Alto Historic Inventory (categories I, II, III, or IV), and/or Buildings on the National Register of Historic Places, and/or California Registered Historic Landmarks, and/or Points of Historical Interest. This map is for illustrative purposes only and does not depict the full inventory of historic structures, landmarks, or other cultural resources in Palo Alto. For a more complete listing, please refer to the content of the Palo Alto Comprehensive Plan and the associated environmental review documents. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T !Cultural or historic resource* Highways City Limit Professorville Historic District Ramona StreetArchitectural District PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-18 REVISED COUNCIL DRAFT –MAY 1, 2017 URBAN FOREST Palo Alto’s urban forest—including both public and privately owned trees—is a key part of the community’s history, identity, and quality of life. It offers enormous social, environmental, and financial benefits and is a fundamental part of Palo Alto’s sense of place. Regular spacing of trees that are similar in form and texture provides order and coherence and gives scale to the street. A canopy of branches and leaves provides shade for pedestrians and creates a sense of enclosure and comfort. On the city’s most memorable streets, trees of a single species extend historic character to the corners of blocks, reducing the apparent width of streets and intersections and defining the street as a continuous space. Protecting, maintaining, and enhancing the urban forest, as called for in the 2015 Urban Forest Master Plan, is among the most effective ways to preserve Palo Alto’s character. PUBLIC ART Public art helps create an inviting atmosphere for gathering, fosters economic development, and contributes to vital public spaces. Palo Alto’s public art program reflects the City’s tradition of enriching public spaces with works of art, ranging from the subtle inclusion of handcrafted artifacts into building architecture to more traditional displays of sculpture at civic locations. The Municipal Code requires both public and private projects to incorporate public art. UTILITIES AND INFRASTRUCTURE A city is supported by its infrastructure—features such as paving, signs, and utilities. These features represent substantial public investments and are meant to serve all community members. Infrastructure improvements must meet current needs and keep pace with growth and development. While the purpose of infrastructure is usually utilitarian or functional, attention to design details can add beauty or even improve urban design. For example, replacing a sidewalk can provide an opportunity to create larger tree wells and provide new street trees. State law (California Government Code Section 65302.10) requires the City to address potential regional inequity and infrastructure deficits within disadvantaged unincorporated communities (DUCs) in this Element. There are no DUCs within the Palo Alto SOI with public services or infrastructure needs or deficiencies. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-19 PALO ALTO AIRPORT Palo Alto Airport (PAO) is a general aviation airport owned and operated by the City of Palo Alto. PAO occupies 102 acres of land east of Highway 101 in the baylands and has one paved runway. The airport functions as a reliever to three Bay Area airports. PAO facilities include an air traffic control tower operated by the Federal Aviation Administration and a terminal building. Flight clubs and fixed base operators operate on-site, offering fuel sales, flight lessons, pilot training, and aircraft sales, rentals, maintenance, and repair. From 1967 to 2015, PAO was operated by Santa Clara County under a lease agreement. Operations and control have since been transferred to the City and key challenges ahead include addressing deterioration of runway conditions, addressing noise impacts and hours of operation, and the relationship between the Airport and the Baylands Master Plan. LAND USE MAP AND LAND USE DESIGNATIONS Map L-6 shows each land use designation within the city of Palo Alto. The land use designations translate the elements of city structure into a detailed map that presents the community’s vision for future land use development and conservation on public and private land in Palo Alto through the year 2030. Residential densities are expressed in terms of dwelling units per acre. Population densities per acre are not absolute limits. Building intensities for non-residential uses are expressed in terms of floor area ratio (FAR), which is the ratio of gross building floor area (excluding areas designated for parking, etc.) to net lot area, both expressed in square feet. FAR does not regulate building placement or form, only the spatial relationship between building size and lot size; it represents an expectation of the overall intensity of future development. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-20 REVISED COUNCIL DRAFT –MAY 1, 2017 The maximums assigned to the land use designations below do not constitute entitlements, nor are property owners or developers guaranteed that an individual project, when tested against the General Plan’s policies, will be able or permitted to achieve these maximums. LAND USE DEFINITIONS OPEN SPACE Publicly Owned Conservation Land: Open lands whose primary purpose is the preservation and enhancement of the natural state of the land and its plants and animals. Only resource management, recreation, and educational activities compatible with resource conservation are allowed. Public Park: Open lands whose primary purpose is public access for active recreation and whose character is essentially urban. These areas, which may have been planted with non-indigenous landscaping, may provide access to nature within the urban environment and require a concerted effort to maintain recreational facilities and landscaping. Streamside Open Space: This designation is intended to preserve and enhance corridors of riparian vegetation along streams. Hiking, biking, and riding trails may be developed in the streamside open space. The corridor will generally vary in width up to 200 feet either side of the center line of the creek. However, along San Francisquito Creek between El Camino Real and the Sand Hill Road bridge over the creek, the open space corridor varies in width between approximately 80 and 310 feet from the center line of the creek. The aerial delineation of the open space in this segment of the corridor, as opposed to other segments of the corridor, is shown to approximate scale on the Proposed Land Use and Circulation Map. Open Space/Controlled Development: Land having all the characteristics of open space but where some development may be allowed on private properties. Open space amenities must be retained in these areas. Residential densities range from 0.1 to 1 dwelling unit per acre but may rise to a maximum of 2 units per acre where second units are allowed, and population densities range from 1 to 4 persons per acre. Other uses such as agricultural, recreational, and non-residential uses may be allowed consistent with the protection and preservation of the inherent open space characteristics of the land. ! ! FOO T H I L L E X P Y FA B I A N W A Y SAND H I L L R D AL M A S T SEA L E A V E SAN A N T O N I O R D OREG O N E X P Y QU A R R Y R D LOMA V E R D E A V E ARA S T R A D E R O R D E CH A R L E S T O N R D EMBARCA D E R O W A Y PASTE U R D R CAL I F O R N I A A V E LI N C O L N A V E UNI V E R S I T Y A V E JU N I P E R O S E R R A B L V D PA G E M I L L R D §¨¦280 |ÿ82 £¤101 Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Los Altos Arastradero Preserve Baylands Preserve Byxbee Park SOFA II CAP SOFA I CAP Baylands Master Plan East Charleston Road S A N F R A N C I S C O B A Y 0 0.25 0.5 0.75 10.125 Miles Source: ESRI, 2010; Tiger Lines, 2010; USGS, 2010; NHD, 2013; City of Palo Alto, 2013; PlaceWorks, 2015. Comprehensive Plan Land Use Designations Residential Single Family Res Multi-Family Res Multi-Family Res (w/Hotel Overlay) Mixed UseCommercial Hotel Commercial Service Commercial Neighborhood Commercial Regional/Community CommercialBusiness/Industrial Light Industrial Research/Office Park Other SOFA II CAP SOFA I CAP School District Land Major Institution/Special Facility Streamside Open Space Public Park Open Space/Controlled Development Public Conservation LandStanford University Land Use Designations Academic Campus Campus Residential - Low Density Campus Residential - Moderate Density Open Space/Field Research Campus Open Space Special Conservation Lake/Reservoir !Caltrain Stations Urban Service Area City Boundary Sphere of Influence Railroads P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T MA P L -6 C O M P R E H E N S I V E L A N D U S E D E S I G N A T I O N S PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-22 REVISED COUNCIL DRAFT –MAY 1, 2017 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-23 RESIDENTIAL Single-Family Residential: This designation applies to residential neighborhoods primarily characterized by detached single-family homes, typically with one dwelling unit on each lot. Private and public schools and churches are conditional uses requiring permits. Accessory dwelling units or duplexes are allowed subject to certain size limitations and other development standards and duplexes may be allowed in select, limited areas where they would be compatible with neighborhood character and do not create traffic and parking problems. The net density in single family areas will range from 1 to 7 units per acre, but rises to a maximum of 14 units on parcels where second units or duplexes occur. Population densities will range from 1 to 30 persons per acre. Multiple-Family Residential: The permitted number of housing units will vary by area, depending on existing land use, proximity to major streets and public transit, distance to shopping, and environmental problems. Net densities will range from 8 to 40 units and 8 to 90 persons per acre. Density should be on the lower end of the scale next to single-family residential areas. Densities higher than what is permitted by zoning may be allowed where measurable community benefits will be derived, services and facilities are available, and the net effect will be compatible with the overall Comprehensive Plan. Village Residential: Allows residential dwellings that are designed to contribute to the harmony and pedestrian orientation of a street or neighborhood. Housing types include single-family houses on small lots, second units, cottage clusters, courtyard housing, duplexes, fourplexes, and small apartment buildings. Design standards will be prepared for each housing type to ensure that development successfully contributes to the street and neighborhood and minimizes potential negative impacts. Net densities will range up to 20 units per acre. Transit-Oriented Residential: Allows higher density residential dwellings in the University Avenue/Downtown and California Avenue commercial centers within a walkable distance, approximately 2,500 feet, of the City’s two multi-modal transit stations. The land use category is intended to generate residential densities that support substantial use of public transportation and especially the use of Caltrain. Design standards will be prepared to ensure that development successfully contributes to the street and minimizes potential negative impacts. Individual project requirements will be developed, including parking, to ensure that a significant portion of the residents will use alternative modes of transportation. Net density will PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-24 REVISED COUNCIL DRAFT – MAY 1, 2017 range up to 50 units per acre, with minimum densities to be considered during development of new City zoning regulations. COMMERCIAL Neighborhood Commercial: Includes shopping centers with off-street parking or a cluster of street-front stores that serve the immediate neighborhood. Examples include Charleston Center, Edgewood Center, and Midtown. Typical uses include supermarkets, bakeries, drugstores, variety stores, barber shops, restaurants, self- service laundries, dry cleaners, and hardware stores. In locations along El Camino Real and Alma Street, residential and mixed use projects may also locate in this category. Non-residential floor area ratios will range up to 0.4. Regional/Community Commercial: Larger shopping centers and districts that have a wider variety of goods and services than the neighborhood shopping areas. They rely on larger trade areas and include such uses as department stores, bookstores, furniture stores, toy stores, apparel shops, restaurants, theaters, and non-retail services such as banks. Non-retail uses such as medical and dental offices may also locate in this designation. Examples include Stanford Shopping Center, Town and Country Village, and University Avenue/Downtown. In some locations, residential and mixed use projects may also locate in this category. Non-residential floor area ratios range from 0.35 to 2. Service Commercial: Facilities providing citywide and regional services and relying on customers arriving by car. These uses do not necessarily benefit from being in high volume pedestrian areas such as shopping centers or Downtown. Typical uses include auto services and dealerships, motels, lumberyards, appliance stores, and restaurants, including fast service types. In almost all cases, these uses require good automobile and service access so that customers can safely load and unload without impeding traffic. In some locations, residential and mixed use projects may be appropriate in this land use category. Examples of Service Commercial areas include San Antonio Road, El Camino Real, and Embarcadero Road northeast of the Bayshore Freeway. Non-residential floor area ratios will range up to 0.4. Mixed Use: The Mixed Use designation is intended to promote pedestrian-oriented places that layer compatible land uses, public amenities and utilities together at various scales and intensities. The designation allows for multiple functions within the same building or adjacent to one another in the same general vicinity to foster a mix of uses that encourages people to live, work, play, and shop in close proximity. Most typically, mixed use developments have retail on the ground floor and PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-25 residences above. This category includes Live/Work, Retail/Office, Residential/Retail and Residential/Office development. Floor area ratios will range up to 1.15, although development located along transit corridors or near multi-modal centers will range up to 2.0 FAR with up to 3.0 FAR possible where higher FAR would be an incentive to meet community goals such as providing affordable housing. The FAR above 1.15 must be used for residential purposes. FAR between 0.15 and 1.15 may be used for residential purposes. As of the adoption of this Comprehensive Plan, the Mixed Use designation is currently only applied in the SOFA area. Commercial Hotel: This category allows facilities for use by temporary overnight occupants on a transient basis, such as hotels and motels, with associated conference centers and similar uses. Restaurants and other eating facilities, meeting rooms, small retail shops, personal services, and other services ancillary to the hotel are also allowed. This category can be applied in combination with another land use category. FAR currently ranges up to 2.0 for the hotel portion of the site. An implementation program indicates that the City will explore increasing this FAR. Research/Office Park: Office, research, and manufacturing establishments whose operations are buffered from adjacent residential uses. Stanford Research Park is an example. Other uses that may be included are educational institutions and child care facilities. Compatible commercial service uses such as banks and restaurants, and residential or mixed uses that would benefit from the proximity to employment centers, will also be allowed. Additional uses, including retail services, commercial recreation, churches, and private clubs may also be located in Research/Office Park areas, but only if they are found to be compatible with the surrounding area through the conditional use permit process. In some locations, residential and mixed-use projects may also locate in this category. Maximum allowable floor area ratio ranges from 0.3 to 0.5, depending on site conditions. Light Industrial: Wholesale and storage warehouses and the manufacturing, processing, repairing, and packaging of goods. Emission of fumes, noise, smoke, or other pollutants is strictly controlled. Examples include portions of the area south of Oregon Avenue between El Camino Real and Alma Street that historically have included these land uses, and the San Antonio Road industrial area. Compatible residential and mixed use projects may also be located in this category. Floor area ratio will range up to 0.5. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-26 REVISED COUNCIL DRAFT – MAY 1, 2017 INSTITUTIONAL School District Lands: Properties owned or leased by public school districts and used for educational, recreational, or other non-commercial, non-industrial purposes. Floor area ratio may not exceed 1.0. Major Institution/Special Facilities: Institutional, academic, governmental, and community service uses and lands that are either publicly owned or operated as non-profit organizations. Examples are hospitals and City facilities. Major Institution/University Lands: Academic and academic reserve areas of Stanford University. Population density and building intensity limits are established by conditional use permit with Santa Clara County. These lands are further designated by the following sub-categories of land use:  Major Institution/University Lands/Campus Single-Family Residential: Single-family areas where the occupancy of the units is significantly or totally limited to individuals or families affiliated with the institution.  Major Institution/University Lands/Campus Multiple Family Residential: Multiple family areas where the occupancy of the units is significantly or totally limited to individuals or families affiliated with the institution.  Major Institution/University Lands/Campus Educational Facilities: Academic lands with a full complement of activities and densities that give them an urban character. Allowable uses are academic institutions and research facilities, student and faculty housing, and support services. Increases in student enrollment and faculty/staff size must be accompanied by measures that mitigate traffic and housing impacts.  Major Institution/University Lands/Academic Reserve and Open Space: Academic lands having all the characteristics of open space but upon which some academic development may be allowed provided that open space amenities are retained. These lands are important for their aesthetic and ecological value as well as their potential for new academic uses. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-27 GOALS, POLICIES, AND PROGRAMS GROWTH MANAGEMENT GOAL L-1 A compact and resilient city providing residents and visitors with attractive neighborhoods, work places, shopping districts, public facilities, and open spaces. CONCENTRATING DEVELOPMENT WITHIN THE URBAN SERVICE AREA Policy L-1.1 Limit future urban development to currently developed lands within the urban service area. The boundary of the urban service area is otherwise known as the urban growth boundary. Retain undeveloped land west of Foothill Expressway and Junipero Serra as open space, with allowances made for very low-intensity development consistent with the open space character of the area. Retain undeveloped land northeast of Highway 101 as open space. [Previous Policy L-1] [L1] Policy L-1.2 Maintain and strengthen Palo Alto’s varied residential neighborhoods while sustaining the vitality of its commercial areas and public facilities. [Previous Policy L-4] [L2] Policy L-1.3 Promote infill development in the urban service area that is compatible with its surroundings and the overall scale and character of the city to ensure a compact, efficient development pattern. [(Previous Policy L-5 ) (PTC Policy L1.7) (Comp Plan Draft EIR Mitigation Measure LAND-1)] [L3] Program L1.3.1 Work with neighbors, neighborhood associations, property owners, and developers to identify barriers to infill development of below market rate and more affordable market rate housing and to remove these barriers. Work with these same stakeholders to identify sites and facilitate opportunities for below market rate housing and housing that is affordable. [(PTC Program L1.7.10) (Edited)] [L4] REGULATING LAND USE Policy L-1.4 Regulate land uses in Palo Alto according to the land use definitions in this Element and Map L-6. [NEW POLICY] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-28 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy L-1.5 Encourage land uses that address the needs of the community and manage change and development to benefit the community. [NEW POLICY] [L10] Program L1.5.1 Review regulatory tools available to the City and identify actions to enhance and preserve the livability of residential neighborhoods and the vitality of commercial and employment districts, including improved code enforcement practices. [NEW PROGRAM] [L11] Policy L-1.6 Use coordinated area plans to guide development in areas of Palo Alto where significant change is foreseeable. Address both land use and transportation, define the desired character and urban design traits of the areas, identify opportunities for public open space, parks and recreational opportunities, address connectivity to and compatibility with adjacent residential areas; and include broad community involvement in the planning process. [NEW POLICY] [L67] REGIONAL COOPERATION Policy L-1.7 Maintain an active engagement with Santa Clara County, San Mateo County, neighboring cities, other public agencies including school districts and Stanford University regarding land use and transportation issues. [Previous Policy L-2] [L7] Program L1.7.1 Maintain and update as appropriate the 1985 Land Use Policies Agreement that sets forth the land use policies of the City, Santa Clara County, and Stanford University with regard to Stanford unincorporated lands. [Previous Program L-1] [L8] Policy L-1.8 Participate in regional strategies to address the interaction of jobs, housing balance and transportation issues. [NEW POLICY] [L9] GROWTH MANAGEMENT AND MONITORING Policy L-1.9 Maintain a citywide cap of 1.7 million new square feet of office/R&D development, exempting medical office uses in the SUMC vicinity. Use January 1, 2015 as the baseline and monitor development towards the cap on an annual basis. Require annual monitoring to assess the effectiveness of development requirements and determine whether PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-29 the Cap and the development requirements should be adjusted. Continue to exempt medical, governmental, and institutional uses from the cap on office/R&D development. [Update of Previous Policy L-8] [L15] and [L18] Program L1.9.1 Reevaluate the cumulative cap when the amount of new office/R&D square footage entitled since January 1, 2015 reaches 67 percent of the allowed square footage, or 1,139,000 square feet. Concurrently consider removal or potential changes to the cap and/or to the amount of additional development permitted by the City’s zoning ordinance. [NEW PROGRAM] [L19] Program L1.9.2 Update and extend the City’s interim annual limit of 50,000 square feet of new office/R&D development in order to moderate the pace of growth in commercial and mixed use areas. Consider additional exemptions to the annual limit as part of this update. [NEW POLICY] [L23] Policy L-1.10 Hold new development to the highest development standards in order to maintain Palo Alto’s livability and achieve the highest quality development with the least impacts. [NEW POLICY] [L32] A SUSTAINABLE COMMUNITY GOAL L-2 An enhanced sense of “community” with development designed to foster public life, meet citywide needs, and embrace the principles of sustainability. Policy L-2.1 Maintain a citywide structure of Residential Neighborhoods, Centers, and Employment Districts. Integrate these areas with the City’s and the region’s transit and street system. [(Previous Policy L-10)(Comp Plan Draft EIR Mitigation Measure AIR-1)] [L44] Policy L-2.2 Enhance connections between commercial and mixed use centers and the surrounding residential neighborhoods by promoting walkable and bikeable connections and a diverse range of retail and services that caters to the daily needs of residents. [(Previous Policy L-11)(Comp Plan Draft EIR Mitigation Measure AIR-2d, LAND-5)] [L45] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-30 REVISED COUNCIL DRAFT – MAY 1, 2017 Program L2.2.1 Explore whether there are appropriate locations to allow small-scale neighborhood-serving retail facilities such as coffee shops and corner stores in residential areas. [(Previous Policy L-16) (Converted to Program)] [L46] Policy L-2.3 As a key component of a diverse, inclusive community, allow and encourage a mix of housing types and sizes designed for greater affordability, particularly smaller housing types, such as studios, co- housing, cottages, clustered housing, accessory dwelling units, and senior housing. [(Previous Policy L-13) (Combined with [L47], which is also about encouraging small units/mix of types)] [L47] and [L60] Policy L-2.4 Use a variety of strategies to stimulate housing. [NEW POLICY] Program L2.4.1 Amend the Housing Element to eliminate housing sites along San Antonio Road and increase residential densities in Downtown and the California Avenue area to replace potential units from the sites eliminated. [NEW PROGRAM] Program L2.4.2 Allow housing on the El Camino Real frontage of the Stanford Research Park and at Stanford Shopping Center, provided that adequate parking and vibrant retail is maintained. [NEW PROGRAM] Program L2.4.3 Explore multi-family housing elsewhere in Stanford Research Park and near Stanford University Medical Center (SUMC). [NEW PROGRAM] Program L2.4.4 Assess non-residential development potential in the Community Commercial, Service Commercial, and Downtown Commercial Districts (CC, CS, and CD) and the Neighborhood Commercial District (CN), and convert non-retail commercial FAR to residential FAR, where appropriate. Conversion to residential capacity should not be considered in Town and Country Village. [NEW PROGRAM] [L21] Program L2.4.5 Update the municipal code to include zoning changes that allow a mix of retail and residential uses but no office uses. The intent of these changes PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-31 would be to encourage a mix of land uses that contributes to the vitality and walkability of commercial centers and transit corridors. [(NEW PROGRAM)(Comp Plan Draft EIR Mitigation Measure LAND-1)] [L121] Program L2.4.6 Explore changing the Transfer of Development Rights (TDR) ordinances for both buildings of historic significance and for seismic retrofits so that transferred development rights may only be used for residential capacity. [NEW PROGRAM] Policy L-2.5 Support the creation of affordable housing units for middle to lower income level earners, such as City and school district employees, as feasible. [NEW POLICY] [L55] Program L2.5.1 Collaborate with PAUSD in exploring opportunities to build housing that is affordable to school district employees. [NEW PROGRAM] [L56] Policy L-2.6 Create opportunities for new mixed use development consisting of housing and retail. [Previous Policy L-9] [L120] Policy L-2.7 Support efforts to retain housing that is more affordable in existing neighborhoods, including a range of smaller housing types. [NEW POLICY] [L53] Program L2.7.1 Review development standards to discourage the net loss of housing units. [NEW PROGRAM] [L54] Policy L-2.8 When considering infill redevelopment, work to minimize displacement of existing residents. [NEW POLICY] [L57] Program L2.8.1 Conduct a study to evaluate various possible tools for preventing displacement of existing residents. [NEW PROGRAM] [L58] Program L2.8.2 Develop and implement a system to inventory the characteristics of existing housing units and track changes in those characteristics on a regular basis. Make the information publicly available. [NEW PROGRAM] [L59] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-32 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy L-2.9 Preserve ground-floor retail and limit the displacement of existing retail from neighborhood centers. [NEW POLICY] [L124] Policy L-2.10 Facilitate reuse of existing buildings. [Previous Program L 20] [NEW POLICY] [L48] Policy L-2.11 Encourage new development and redevelopment to incorporate greenery and natural features through the use of features such as green rooftops, pocket parks, plazas, and rain gardens. [(NEW POLICY) (Combined with Previous Program C26)] [L49] Policy L-2.12 Ensure that future development addresses potential risks from climate change and sea level rise. [NEW POLICY] [L5] DISTINCT NEIGHBORHOODS GOAL L-3 Safe, attractive residential neighborhoods, each with its own distinct character and within walking distance of shopping, services, schools, and/or other public gathering places. NEIGHBORHOOD COMPATIBILITY Policy L-3.1 Ensure that new or remodeled structures are compatible with the neighborhood and adjacent structures.[(Previous Policy L-12) (Comp Plan Draft EIR Mitigation Measures AES-1, LAND-1, LAND-2)] [L50] Policy L-3.2 Preserve residential uses from conversion to office or short-term rentals. [NEW POLICY] [L51] Program L3.2.1 Evaluate and implement strategies to prevent conversion of residential and neighborhood-serving retail space to office or short-term vacation rentals. [NEW PROGRAM] [L52] Policy L-3.3 Recognize the contribution of cottage cluster housing to the character of Palo Alto and retain and encourage this type of development. [NEW POLICY] [L61] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-33 RESIDENTIAL DESIGN Policy L-3.4 Ensure that new multi-family buildings, entries and outdoor spaces are designed and arranged so that each development has a clear relationship to a public street. [Previous Policy L-14] [L62] Policy L-3.5 Avoid negative impacts of basement construction for single-family homes on adjacent properties public resources and the natural environment. [NEW POLICY] [L63] Program L3.5.1 Develop a program to assess and manage both the positive and negative impacts of basement construction in single family homes on the community and the environment, including:  Land use issues. Evaluate the City’s policy of excluding basements from the gross floor area and maximum floor area ratio limits in the zoning ordinance. Consider zoning revisions, including greater setbacks, to limit basement size and increase basement setbacks from adjacent properties.  Impacts to the natural environment, such as potential impacts to the tree canopy, groundwater supply or quality, and soil compaction.  Safety issues such as increased surface flooding, increased groundwater intrusion with sea level rise, emergency access and egress, or sewage backflows. [NEW PROGRAM] [L64] COMMERCIAL CENTERS GOAL L-4 Inviting pedestrian scale centers that offer a variety of retail and commercial services and provide focal points and community gathering places for the city’s residential neighborhoods and employment districts. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-34 REVISED COUNCIL DRAFT – MAY 1, 2017 COMMERCIAL CENTERS AND MIXED USE AREAS Policy L-4.1 Encourage the upgrading and revitalization of selected Centers in a manner that is compatible with the character of surrounding neighborhoods, without loss of retail and existing small, local businesses. [(Previous Policy L-18)(Comp Plan Draft EIR Mitigation Measure LAND-1)] [L65] Program L4.1.1 Evaluate the effectiveness of formula retail limits adopted for California Avenue and consider whether these limits should be applied in other Centers. Develop incentives for local small businesses where warranted. [NEW PROGRAM] [L66] Policy L-4.2 Encourage street frontages that contribute to retail vitality in all Centers. Reinforce street corners in a way that enhances the pedestrian realm or that form corner plazas. Include trees and landscaping. [Previous Policy L-20] [L70] Policy L-4.3 Ensure all Regional Centers and Multi-Neighborhood Centers provide centrally located gathering spaces that create a sense of identity and encourage economic revitalization. Encourage public amenities such as benches, street trees, kiosks, restrooms and public art. [Previous Policy L-21] [L71] Program L4.3.1 Study the feasibility of using public and private funds to provide and maintain landscaping and public spaces such as parks, plazas, sidewalks and public art within commercial areas. [Previous Program L-16] [L72] Program L4.3.2 Through public/private cooperation, provide well- signed, clean, and accessible restrooms [Previous Program L-17] [L73] Program L4.3.3 Collaborate with merchants to enhance the appearance of streets and sidewalks within all Centers. Encourage the formation of business improvement districts and undertake a proactive program of maintenance, repair, landscaping and enhancement.[Previous Policy L-22] [L74] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-35 Program L4.3.4 Identify priority street improvements that could make a substantial contribution to the character of Centers, such as widening sidewalks, narrowing travel lanes, creating medians, restriping to allow diagonal parking, and planting trees [Previous Program L-18] [L75] HOTELS Policy L-4.4 Sites within or adjacent to existing commercial areas and corridors are suitable for hotels. Give preference to housing versus hotel use on sites adjacent to predominantly single-family neighborhoods. [NEW POLICY] [L12] Program L4.4.1 Explore increasing hotel FAR from 2.0 to 3.0 in the University Avenue/Downtown area, and 2.5 in areas outside of Downtown. [NEW PROGRAM] [L201] REGIONAL CENTERS University Avenue/Downtown Policy L-4.5 Maintain and enhance the University Avenue/Downtown area as a major commercial center of the City, with a mix of commercial, civic, cultural, recreational and residential uses. Promote quality design that recognizes the regional and historical importance of the area and reinforces its pedestrian character. [(Previous Policy L-23) (Comp Plan Draft EIR Mitigation Measure AES-1)] [L76] Policy L-4.6 Ensure that University Avenue/Downtown is pedestrian-friendly and supports bicycle use. Use public art, trees, bicycle racks and other amenities to create an environment that is inviting to pedestrians and bicyclists. [Previous Policy L-24] [L77] Program L4.6.1 Prepare a Coordinated Area Plan for Downtown. [Previous Program L-22] [L79] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-36 REVISED COUNCIL DRAFT – MAY 1, 2017 Stanford Shopping Center Policy L-4.7 Maintain Stanford Shopping Center as one of the Bay Area’s premiere regional shopping centers. Promote bicycle and pedestrian use and encourage any new development at the Center to occur through infill [Previous Policy L-26] [L80] Al housing strategies are located in Goal L-2, including housing at Stanford Shopping Center. See Program L-2.4.2. Program L4.7.1 While preserving adequate parking to meet demand, identify strategies to reuse surface parking lots. [(Previous Program L-23) (Merged with Previous Policy L-27)] [L81] MULTI-NEIGHBORHOOD CENTERS California Avenue Policy L-4.8 Maintain the existing scale, character, and function of the California Avenue business district as a shopping, service, and office center intermediate in function and scale between Downtown and the smaller neighborhood business areas. [Previous Policy L-28] [L82] Program L4.8.1 Prepare a coordinated area plan for the Fry's site and surrounding California Avenue area. The plan should describe a vision for the future of the Fry's site as a walkable neighborhood with multi‐family housing, ground floor retail, a public park, creek improvements, and an interconnected street grid. It should guide the development of the California Avenue area as a well-designed mixed use district with diverse land uses and a network of pedestrian- oriented streets. [NEW PROGRAM] [L69] Program L4.8.2 Create regulations for the California Avenue area that encourage the retention of smaller buildings to provide spaces for existing [Previous Program L-27] [L84] Policy L-4.9 Improve the transition between the California-Cambridge area and the single family residential neighborhood of Evergreen Park. Avoid abrupt changes in scale and density between the two areas. [Previous Policy L-30] [L85] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-37 Town and Country Village Policy L-4.10 Recognize and preserve Town and Country Village as an attractive retail center serving Palo Altans and residents of the wider region. Future development at this site should preserve its existing amenities, pedestrian scale, and architectural character while also improving safe access for bicyclists and pedestrians and increasing the amount of bicycle parking. [Previous Policy L-32] [L88] Policy L-4.11 In Town and Country Village, encourage a vibrant retail environment and urban greening. [Previous Policy L-33] [L89] Policy L-4.12 In Town and Country Village, encourage improvement of pedestrian, bicycle, and auto circulation and landscaping improvements, including maintenance of existing oak trees and planting additional trees. [Previous Policy L-34] [L90] NEIGHBORHOOD CENTERS Policy L-4.13 Improve the local-serving focus, and provide safe pedestrian, bicycle, and multimodal access to all three Palo Alto Neighborhood Centers – Charleston Shopping Center, Edgewood Plaza, and Midtown Shopping Center. Support their continued improvement and vitality. [Previous Policy L-37] [L91] Policy L-4.14 Encourage maximum use of Neighborhood Centers by ensuring that the publicly maintained areas are clean, well-lit, and attractively landscaped. [Previous Policy L-38] [L92] Policy L-4.15 Shopping Center as an attractive, pedestrian-oriented, one- to two- story Neighborhood Center with diverse local-serving uses and adequate parking, and a network of pedestrian-oriented streets, ways and gathering places. Encourage retention of Midtown’s grocery store and a variety of neighborhood retail shops and services.[Previous Policy L-40] [L93] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-38 REVISED COUNCIL DRAFT – MAY 1, 2017 EMPLOYMENT DISTRICTS GOAL L-5 High quality employment districts, each with their own distinctive character and each contributing to the character of the city as a whole. Policy L-5.1 Foster compact Employment Districts developed in a way that facilitates transit, pedestrian and bicycle travel. Provide mixed uses to reduce the number of auto trips. [Previous Policy L-42 and L-44] [L94] and [L97] Program L5.1.1 Explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start- ups, retail, transit hub, and other community- supporting services that are compatible with the existing uses, to create a vibrant innovation- oriented community. [NEW PROGRAM] [L98] Policy L-5.2 Provide landscaping, trees, sidewalks, pedestrian paths, and connections to the citywide bikeway system within Employment Districts. Pursue opportunities to include sidewalks, paths, low water use landscaping, recycled water, and trees and remove grass turf in renovation and expansion projects. [Previous Policy L-43] [L95] Revised to be consistent with wording in Safety Element Policy L-5.3 Design paths and sidewalks to be attractive and comfortable and consistent with the character of the area where they are located. [(Previous Program L-44) (Converted to Policy)] [L96] Policy L-5.4 Maintain the East Bayshore and San Antonio Road/Bayshore Corridor areas as diverse business and light industrial districts, , consistent with the approved 2012 East Meadow Circle Concept Plan (Appendix Y of this Comprehensive Plan). [Previous Policy L-46] [L100] GOAL L-6 Well-designed buildings that create coherent development patterns and enhance city streets and public spaces. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-39 DESIGN OF BUILDINGS AND PUBLIC SPACE Policy L-6.1 Promote high quality design and site planning that is compatible with surrounding development and public spaces. [(Comp Plan Draft EIR Mitigation Measure AES-1, LAND-1, LAND-2) (Previous Policy L-48)] [L102] Program L6.1.1 Promote awards programs and other forms of public recognition for projects of architectural merit that contribute positively to the community. [Previous Program L-53] [L103] Policy L-6.2 Use the Zoning Ordinance, design review process, design guidelines, and Coordinated Area Plans to ensure high quality residential and commercial design and architectural compatibility. [(Previous Program L-48)(Comp Plan Draft EIR Mitigation Measure LAND-1, LAND-2)] [L104] Policy L-6.3 Require bird-friendly design. [NEW POLICY] [L105] Program L6.3.1 Develop guidelines for bird-friendly building design that minimizes hazards for birds and reduces the potential for collisions. [NEW PROGRAM] [L106] Policy L-6.4 In areas of the City having a historic or consistent design character, encourage the design of new development to maintain and support the existing character. [(Previous Program L-49) (Converted to Policy) (Comp Plan Draft EIR as Mitigation Measure AES-1)] [L107] Policy L-6.5 Guide development to respect views of the foothills and East Bay hills from public streets in the developed portions of the City. [Previous Policy L-3] [L108] Policy L-6.6 Design buildings to complement streets and public spaces; to promote personal safety, public health and well-being; and to enhance a sense of community safety. [Previous Policy L-49] [L109] Program L6.6.1 Modify design standards for mixed use projects to promote a pedestrian-friendly relationship to the street, including elements such as screened parking or underground parking, street-facing windows and entries, and porches, windows, bays PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-40 REVISED COUNCIL DRAFT – MAY 1, 2017 and balconies along public ways, and landscaping, and trees along the street. Avoid blank or solid walls at street level. [Previous Program L-10] [L122] and [L110] Policy L-6.7 Where possible, avoid abrupt changes in scale and density between residential and non-residential areas and between residential areas of different densities. To promote compatibility and gradual transitions between land uses, place zoning district boundaries at mid-block locations rather than along streets wherever possible. [(Note: Council Motion 1/30/17: This is exact wording of Previous Policy L-6)(Comp Plan Draft EIR Mitigation Measure LAND-1, LAND-2)] [L117] Program L6.7.1 Implement architectural standards to assure they effectively address land use transitions. [(NEW PROGRAM)(Comp Plan Draft EIR Mitigation Measure LAND-2)] [L118] Policy L-6.8 Support existing regulations that preserve exposure to natural light for single-family residences. [NEW POLICY] [L119] Policy L-6.9 Discourage the use of fences that obscure the view of the front of houses from the street. [(Previous Program L-52)(Converted to Policy)] [L125] Policy L-6.10 Encourage high quality signage that is attractive, energy-efficient, appropriate for the location, and balances visibility needs with aesthetic needs. [Previous Policy L-50] [L126] GOAL L-7 Conservation and preservation of Palo Alto’s historic buildings, sites, and districts. HISTORIC RESOURCES Policy L-7.1 Encourage public and private upkeep and preservation of resources that have historic merit, including residences listed in the City’s Historic Resource Inventory, the California Register of Historical Resources, or the National Register of Historic Places. [Previous Policy L-51] [L127] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-41 Program L7.1.1 Update and maintain the City’s Historic Resource Inventory to determine all historic resources that are eligible for the California Register as well as important examples of California history or prehistory. Historic resources may consist of a single building or structure or a district. [(Previous Program L-54) (Draft EIR Mitigation Measure CULT-1b)] [L128] Program L7.1.2 Reassess the Historic Preservation Ordinance to ensure its effectiveness in the maintenance and preservation of historic resources, particularly in the University Avenue/Downtown area. [Previous Program L-55] [L129] Policy L-7.2 If a proposed development would affect a potential historic resource that has not been evaluated for inclusion into the City’s Historic Resources Inventory, consider whether it is eligible for inclusion in the City’s Inventory prior to the issuance of a demolition or alterations permit. [(NEW POLICY) (Comp Plan Draft EIR Mitigation Measure CULT-1c)] [L130] Policy L-7.3 Actively seek state and federal funding for the preservation of buildings of historical merit and consider public/private partnerships for capital and program improvements. [Previous Policy L-53] [L131] Policy L-7.4 Relocation may be considered as a preservation strategy when consistent with State and National Standards regarding the relocation of historic resources. [Previous Policy L-55] [L132] Policy L-7.5 To reinforce the scale and character of University Avenue/Downtown, promote the preservation of significant historic buildings. [Previous Policy L-56] [L133] Policy L-7.6 Promote awards programs and other forms of public recognition for exemplary Historic Preservation projects. [(Previous Program L-62)(Converted to Policy)] [L134] Policy L-7.7 Streamline, to the maximum extent feasible, any future processes for design review of historic structures to eliminate unnecessary delay and uncertainty for the applicant and to encourage historic preservation. [(Previous Program L-63) (Converted to Policy)] [L135] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-42 REVISED COUNCIL DRAFT – MAY 1, 2017 REHABILITATION AND REUSE Policy L-7.8 Promote adaptive reuse of old buildings. [Previous Policy L-58] [L136] Program L7.8.1 Develop incentives for the retention and rehabilitation of buildings with historic merit in all zones and revise existing zoning and permit regulations as needed to minimize constraints to adaptive reuse, particularly in retail areas. [(Previous Policy L-57) (Converted to Program)] [L137] Program L7.8.2 Create incentives to encourage salvage and reuse of discarded historic building materials. [Previous Program L-57] [L138] Program L7.8.3 For proposed exterior alterations or additions to designated Historic Landmarks, require design review findings that the proposed changes are in compliance with the Secretary of the Interior Standards for Rehabilitation. [Previous Program L-58] [L139] Policy L-7.9 Allow compatible nonconforming uses for the life of historic buildings. [(Previous Program L-61) (Converted to Policy)] [L140] Policy L-7.10 Ensure the preservation of significant historic resources owned by the City of Palo Alto. Allow such resources to be altered to meet contemporary needs consistent with the Secretary of the Interior Standards for Rehabilitation. [Previous Policy L-52] [L141] Policy L-7.11 Maintain the historic integrity of building exteriors. Consider parking exceptions for historic buildings to encourage rehabilitation. [(Previous Program L-59)(Converted to Policy)] [L142] Program L7.11.1 Review parking exceptions for historic buildings in the Zoning Code to determine if there is an effective balance between historic preservation and meeting parking needs. [NEW PROGRAM] [L143] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-43 Policy L-7.12 Encourage and assist owners of historically significant buildings in finding ways to adapt and rehabilitate these buildings, including participation in state and federal tax relief programs.[(Previous Program L-64) (Converted to Policy)] [L144] Policy L-7.13 Continue to use a TDR Ordinance to allow the transfer of development rights from designated buildings of historic significance in the Commercial Downtown (CD) zone to non-historic receiver sites in the CD zone. Consider revising the TDR Ordinance so that transferred development rights may be used only for residential development on the receiver sites. [Previous Program L-60] [L145] and [L30] ARCHAEOLOGICAL RESOURCES Policy L-7.14 Protect Palo Alto’s archaeological resources, including natural land formations, sacred sites, the historical landscape, historic habitats, and remains of settlements here before the founding of Palo Alto in the nineteenth century. [(Previous Policy L-60)(Comp Plan Draft EIR Mitigation Measure CULT-1c)] [L146] Policy L-7.15 Continue to consult with tribes as required by California Government Code Section 65352.3. In doing so, use appropriate procedures to accommodate tribal concerns when a tribe has a religious prohibition against revealing precise information about the location or previous practice at a particular sacred site. [(NEW POLICY) (Comp Plan Draft EIR Mitigation Measure CULT-3)] [L147] Policy L-7.16 Assess the need for archaeological surveys and mitigation plans on a project-by-project basis, consistent with the California Environmental Quality Act and the National Historic Preservation Act. [(Previous Program L-67)(Converted to Policy)(Comp Plan Draft EIR Mitigation Measure CULT-3)] [L148] Policy L-7.17 Ensure that developers understand their obligation to meet state codes regarding the identification and protection of archaeological and paleontological deposits. [(NEW POLICY)(Comp Plan Draft EIR Mitigation Measure CULT-3] [L149] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-44 REVISED COUNCIL DRAFT – MAY 1, 2017 PARKS AND GATHERING PLACES GOAL L-8 Attractive and safe parks, civic and cultural facilities provided in all neighborhoods and maintained and used in ways that foster and enrich public life. Policy L-8.1 Facilitate creation of new parkland to serve Palo Alto's residential neighborhoods, as consistent with the Parks, Trails, Open Space and Recreation Master Plan. [NEW POLICY] [L150] Policy L-8.2 Provide comfortable seating areas and plazas with places for public art adjacent to library and community center entrances. [Previous Policy L-62] [L156] Policy L-8.3 Encourage small-scale local-serving retail services, such as small cafes, delicatessens, and coffee carts, in civic centers: Mitchell Park, Rinconada Library, and Cubberly Community Center. [Previous Policy L-63] [L157] Policy L-8.4 Create facilities for civic and intellectual life, such as better urban public spaces for civic programs and speakers, cultural, musical and artistic events. [NEW POLICY] [L158] Policy L-8.5 Recognize public art and cultural facilities as a community benefit. Encourage the development of new and the enhancement of existing public and private art and cultural facilities throughout Palo Alto. Ensure that such projects are compatible with the character and identity of the surrounding neighborhood. [Previous Policy L-72] [L159] Policy L-8.6 Seek potential new sites for art and cultural facilities, public spaces, open space, and community gardens [Previous Policy L-64] [L160] Policy L-8.7 Encourage religious and private institutions to collaborate with the community and the surrounding neighborhood.[Previous Policy L-65] [L161] PUBLIC STREETS AND PUBLIC SPACES GOAL L-9 Attractive, inviting public spaces and streets that enhance the image and character of the city. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-45 STREETS AND PARKING Policy L-9.1 Recognize Sand Hill Road, University Avenue between Middlefield Road and San Francisquito Creek, Embarcadero Road, Page Mill Road, Oregon Expressway, Interstate 280, Arastradero Road (west of Foothill Expressway), Junipero Serra Boulevard/Foothill Expressway, and Skyline Boulevard as scenic routes and preserve their scenic qualities. [(Previous Policy L-69) (Previous Program L-71)] [L162] Program L9.1.1 Evaluate existing zoning code setback requirements to ensure they are appropriate for scenic routes. [NEW PROGRAM] [L163] Policy L-9.2 Encourage development that creatively integrates parking into the project, including by locating it behind buildings or underground wherever possible, or by providing for shared use of parking areas. Encourage other alternatives to surface parking lots that minimize the amount of land devoted to parking while still maintaining safe streets, street trees, a vibrant local economy, and sufficient parking to meet demand. [Previous Policy L-78] [L164] Policy L-9.3 Treat residential streets as both public ways and neighborhood amenities. Provide and maintain continuous sidewalks, healthy street trees, benches, and other amenities that promote walking and “active” transportation. [Previous Policy L-17] [L172] Program L9.3.1 Review standards for streets and signage and update as needed to foster natural, tree-lined streets with a minimum of signage. [NEW PROGRAM] [L173] .PUBLIC SPACES Policy L-9.4 Maintain and enhance existing public gathering places and open spaces and integrate new public spaces at a variety of scales. [NEW POLICY] [L169] Policy L-9.5 Encourage use of data driven, innovative design methods and tactics and use data to understand to evaluate how different community members use public space. [NEW POLICY] [L155] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-46 REVISED COUNCIL DRAFT – MAY 1, 2017 Policy L-9.6 Create, preserve and enhance parks and publicly accessible, shared outdoor gathering spaces within walking and biking distance of residential neighborhoods. [Previous Policy L-15] [L170] Program L9.6.1 Analyze existing neighborhoods and determine where publicly accessible shared, outdoor gathering spaces are below the citywide average. Create new public spaces, including public squares, parks and informal gathering spaces in these neighborhoods. [NEW PROGRAM] [L171] GATEWAYS Policy L-9.7 Strengthen the identity of important community-wide gateways, including the entrances to the City at Highway 101, El Camino Real and Middlefield Road; the Caltrain stations; entries to commercial districts; Embarcadero Road at El Camino Real, and between Palo Alto and Stanford. [Previous Policy L-71] [L174] Program L9.7.1 Develop a strategy to enhance gateway sites with special landscaping, art, public spaces, and/or public buildings. Emphasize the creek bridges and riparian settings at the entrances to the City over Adobe Creek and San Francisquito Creek. [Previous Program L-72] [L175] URBAN FOREST Policy L-9.8 Incorporate the goals of the Urban Forest Master Plan, as periodically amended, into the Comprehensive Plan by reference in order to assure that new land uses recognize the many benefits of trees in the urban context and foster a healthy and robust tree canopy throughout the City. [NEW POLICY] [L176] Program L9.8.1 Establish incentives to encourage native trees and low water use plantings in new development throughout the city. [NEW PROGRAM] [L177] Policy L-9.9 Involve the Urban Forester, or appropriate City staff, in development review. [NEW POLICY] [L179] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-47 Policy L-9.10 Recognize the urban forest as City infrastructure to be maintained in accordance with applicable guidelines and requirements. [NEW POLICY] [L180] Policy L-9.11 Design public infrastructure, including paving, signs, utility structures, parking garages and parking lots to meet high quality urban design standards and embrace technological advances. Look for opportunities to use art and artists in the design of public infrastructure. Remove or mitigate elements of existing infrastructure that are unsightly or visually disruptive. [Previous Policy L-79] [L181] Program L9.11.1 Continue the citywide undergrounding of utility wires. Minimize the impacts of undergrounding on street tree root systems and planting areas. [Previous Program L-80] [L182] Program L9.11.2 Encourage the use of compact and well-designed utility elements, such as transformers, switching devices, backflow preventers, and telecommunications infrastructure. Place these elements in locations that will minimize their visual intrusion. [Previous Program L-81] [L183] Policy L-9.12 Provide utilities and service systems to serve all urbanized areas of Palo Alto and plan infrastructure maintenance and improvements to adequately serve existing and planned development. [(NEW POLICY) (PTC Policy L2.9, edited)] [L184] Program L9.12.1 Implement the findings of the City’s Infrastructure Blue Ribbon Committee and its emphasis for rebuilding our civic spaces. [(NEW PROGRAM) (PTC Program L2.9.8)] [L186] Program L9.12.2 Identify City-owned properties where combinations of wireless facilities can be co-located, assuming appropriate lease agreements are in place. [(NEW PROGRAM)(PTC Program L2.9.5)] [L187] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-48 REVISED COUNCIL DRAFT – MAY 1, 2017 GOAL L-10 Maintain an economically viable local airport with minimal environmental impacts. PALO ALTO AIRPORT Policy L-10.1 Operate Palo Alto Airport (PAO) as a vital and efficient facility at its current level of operation without intruding into open space areas. PAO should remain limited to a single runway and minor expansion shall only be allowed in order to meet federal and State airport design and safety standards. [(Previous Policy T-57)] [L190] Program L10.1.1 Relocate the terminal building away from the Runway 31 clear zone and closer to the hangars, allowing for construction of a replacement terminal. [(Previous Program T-58)] [L191] Program L10.1.2 Update the Airport Layout Plan in accordance with Federal Aviation Administration requirements, as needed, while ensuring conformance with the Baylands Master Plan to the maximum extent feasible. [NEW PROGRAM] [L192] Program L10.1.3 Identify and pursue funding to address maintenance, safety and security improvements needed at PAO. [NEW PROGRAM] [L193] Policy L-10.2 Regulate land uses in the Airport Influence Area to ensure consistency with the Palo Alto Airport Comprehensive Land Use Plan and the Baylands Master Plan. [NEW POLICY] [L188] Policy L-10.3 Minimize the environmental impacts associated with PAO operations, including adverse effects on the character of surrounding open space, noise levels, and the quality of life in residential areas, as required by federal and State requirements. [NEW POLICY] [L194] Program L10.3.1 Establish and implement a system for processing, tracking and reporting noise complaints regarding local airport operations on an annual basis. [NEW PROGRAM] [L195] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT REVISED COUNCIL DRAFT – MAY 1, 2017 L-49 Program L10.3.2 Work with the airport to pursue opportunities to enhance the open space and habitat value of the airport. These include:  maintaining native grasses;  reconstructing levees to protect the airport from sea level rise while enhancing public access and habitat conservation; and  evaluating the introduction of burrowing owl habitat. This program is subject to federal wildlife hazard requirements and guidelines for airports. [NEW PROGRAM] [L196] Policy L-10.4 Provide public access to the Airport for bicyclists and pedestrians. [NEW POLICY] [L197] Program L10.4.1 Continue to provide a bicycle/pedestrian path adjacent to Embarcadero Road. consistent with the Baylands Master Plan and open space character of the baylands subject to federal and State airport regulations. [(Previous Program T-57)] [L198] Policy L-10.5 Address the potential impacts of future sea level rise through reconstruction of the Bayfront levee in a manner that provides protection for the Airport and greater habitat along the San Francisco Bay frontage. [NEW POLICY] [L199] Policy L-10.6 Encourage the use of alternatives to leaded fuel in aircraft operating in and out of Palo Alto Airport. [NEW POLICY] [L200] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-50 REVISED COUNCIL DRAFT – MAY 1, 2017 TRANSPORTATION REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-1 2 This Element has been prepared by City staff on the basis of input from the CAC, the Transportation subcommittee and members of the public received between October 2015 and July 2016. Additionally, this revised draft Element presents changes made in response to City Council review on September 19, 2016. INTRODUCTION Meeting the transportation needs of residents, visitors, and businesses will demand innovative and forward-looking solutions. The Transportation Element provides a policy framework for these solutions, recognizing that future growth in transportation needs cannot be met by the automobile alone. Strong dependence on the automobile has resulted in air and water pollution, excess noise, increased energy use, and visual degradation in Palo Alto and throughout the San Francisco Bay Area. There have also been impacts on Palo Alto neighborhoods, as motorists have used local streets as alternatives to overcrowded arterials. This Element addresses transportation and mobility these issues comprehensively and acknowledges that the future will be different than the present and the past. Recognizing changing demographics and travel preferences, new technologies, and new opportunities, the Element provides a policy framework which includes VISION: Palo Alto will build and maintain a sustainable network of safe, accessible and efficient transportation and parking solutions for all users and modes, while protecting and enhancing the quality of life in Palo Alto neighborhoods. Programs will include alternative and innovate transportation processes, and the adverse impacts of automobile traffic on the environment in general and residential streets in particular will be reduced. Streets will be safe, attractive and designed to enhance the quality and aesthetics of Palo Alto neighborhoods. Palo Alto recognizes the regional nature of our transportation system, and will be a leader in seeking regional transportation solutions, prioritizing Caltrain service improvements and railroad grade separations. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-2 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 solutions for implementation today in order to lay the groundwork for the future. Together with investments in infrastructure, these solutions policy framework seeks to reduce reliance on single occupant vehicles, address congestion, and reduce through traffic and non-resident parking in Palo Alto neighborhoods, leading will lead to an integrated transportation system that serves local, regional, and intercity travel. This Element meets the State requirement for a Circulation Element, addressing the various aspects of circulation, including complete streets, expressways and freeways, transit, walking, bicycling, parking, and special transportation needs. CONNECTIONS TO OTHER ELEMENTS Transportation choices and options are shaped by many factors including land use, economics, and community values. TAs such, the Transportation Element is strongly influenced by the Land Use Element and Housing Element because the distribution and density of residential, commercial, and office uses have a direct correlation to the type, frequency, and use of transportation options a community employs. In a jobs-rich community like Palo Alto that imports significant numbers of workers, adding housing could be one strategy to reduce the number of people who have to drive into the city each day. The Transportation Element also supports the objectives of the Business and Economics Element, Community Services and Facilities Element, and the Natural Environment Element, and the Safety and Noise Element by paving the way for a transportation system that supports economic development, helps people get to and from community gathering places, emphasizes walkable neighborhoods and access services in a manner that limits impacts to the natural environment. SUSTAINABLE TRANSPORTATION In 2014, more than 60 percent of all trips made each day in Palo Alto involved single-occupant motor vehicles. Although the drive alone rate this ratio is a lower than in many other Bay Area communities, road travel to, from, and within the city is still the greatest single largest source of local greenhouse gas (GHG) emissions and derives from local (internal) trips as well as commute trips. As a major regional employment center, Palo Alto attracts commuters from throughout the Bay Area on a daily basis, but US Census data also show that Palo Alto residents make most of their trips by car. Building a more sustainable transportation system will require PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-3 addressing regional and local travel patterns, as well as trips made for work, school, errands or entertainment. The key to a sustainable transportation system lies in providing more options and more convenience so that people will more readily choose not to drive. Palo Altans recognize that, at times, driving is necessary, but to address congestion, keep neighborhood streets safe, reduce air quality and noise impacts, lessen the effects of climate change, and improve overall quality of life, the policies and programs in this Element must focus on providing convenient, affordable alternatives to the automobile. Facilitating a shift to alternative modes of transportation will require creative collaboration among transit agencies, employers, and local jurisdictions as well as residents and commuters themselves. Technology also has a role to play, whether providing up-to-the minute information to inform choices or in delivering new and better modes of travel. Improvements to the bicycling and pedestrian environment will help encourage more people to bike and walk on a regular basis. INNOVATION AND COLLABORATION Palo Alto is currently pursuing a number of innovative tools to increase transportation options for residents and workers. TRANSPORTATION DEMAND MANAGEMENT Transportation dDemand mManagement (TDM) refers to strategies that improve transportation system efficiency and reduce congestion by shifting trips from single- occupant vehicles to collective forms of transport, including mass transit, carpools and private shuttles. TDM is a critical component of a comprehensive strategy to reduce traffic congestion. TDM programs are typically incorporated in new development and can include a range of infrastructure investments and incentives for the use of alternatives to the automobile, as well as parking management strategies initiatives and marketing. Employers and local governments often collaborate in developing and implementing TDM area-wide TDM programs aimed at reducing single occupant vehicle use by existing employees. These, and activities can be coordinated through a tTransportation mManagement aAssociation (TMA) made up of local businesses in a commercial district or industrial park. Stanford University operates one of the most a comprehensive and successful TDM programs in the country for the University, Hospital and the Medical Center, and a program is in development for the and Research Park campuses. The program includes a 61% 23% 5% 3% 8% PALO ALTO DAILY MODE SHARE - ALL TRIPS (2014) Drive Alone Carpool Transit Bike Walk 50% 21% 4% 3% 23% Palo Alto Daily Mode Share - Internal Trips (2014) Drive Alone Carpool Transit Bike Walk PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-4 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 commute club, the Marguerite Shuttle, EcoPass/GoPass and bicycle and vehicle rentals, among others, and encourages more efficient use of transportation infrastructure. In January 2015, the City of Palo Alto supported began the process to establishment aof a TMA for the downtown area, in collaboration with local businesses and residents. The success of this effort and its potential to expand to other areas of the City will depend on securing ongoing funding and on the committed participation of employers who face parking and traffic challenges in downtown. ALTERNATIVE FUEL VEHICLES Alternative fuel vehicles—those that run on electricity, biodiesel, compressed natural gas and other alternatives to petroleum fuels—help reduce GHG emissions by utilizing cleaner fuels or zero emission alternatives. In 2014, the City of Palo Alto adopted an ordinance that requires electric vehicle (EV) – ready infrastructure for all new commercial construction to encourage the use of electric vehicles and develop the infrastructure for this growing market. As the City continues this effort, additional infrastructure may be necessary. However, while alternative fuel vehicles do reduce GHGs, they are still a contributor to congestion and delay. MOBILITY AS A SERVICE In this context mobility refers to the options that Palo Alto residents, employees and visitors have for getting to and from their destinations. The use of transportation services is beginning to replace private vehicle ownership in the region, led by a number of prominent ride sharing and e-hailing car services like Uber and Lyft). Originating in Europe, the concept of “Mobility as a Service” (MaaS), allows on- demand trip planning enabled by smartphones and mobile devices and provided by "pop up" bus-, car-, and bike-sharing services. Palo Alto is partnering with Joint Venture Silicon Valley, the Santa Clara Valley Transportation Authority (VTA), and the City of San Jose to develop a MaaS/smartphone app (Commuter Wallet) that combines access to multiple transportation modes and employer commute benefits, incentivizing non-single-occupant vehicle travel. PUBLIC TRANSIT Residents, workers, and visitors to Palo Alto have an array of transit options within the city and to the surrounding region. Maps T-1 and T-2 show the range of transit services in Palo Alto. Map T-1 focuses on regional transit options, which and Map T-2 illustrates local transit options. Overall, regional transit is heavily used, while public I2 I2 §¨¦280 |ÿ82 £¤101 Fo o t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos Arastradero Preserve Baylands Preserve Byxbee Park Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcad e r o R o a d East Charleston Road Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Color a d o A v e n u e Willow R o a d Lin c o l n A v e n u e Hamilto n A v e n u e West C h a r l e s t o n R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T PR EL IM INA RY DR A FT M AP T- 1 R E G I O N A L T R A N S I T C O N N E C T I O N S I N P A L O A L T O 0 0.5 1 Miles Source: City of Palo Alto, 2016; Santa Clara VTA, 2016; SamTrans, 2016; PlaceWorks, 2016. Alameda-Contra Costa Transit District (AC Transit) Santa Clara Valley Transportation Authority (VTA) San Mateo County Transit (SamTrans) Caltrain I2 Caltrain Stations Employment Districts Railroads Park/Open Space Public Conservation Land City Limit 35 34 40 120 88 81 522 101 102 103 DB DB1 86 82 83 22 32 32 89 182 104 824 52 California Ave Station Palo Alto Station To S a n J o s e To S a n F r a n c i s c o Stanford Medical Center San Antonio Rd/ Bayshore Corridor Stanford Research Park East Bayshore 522 296 297 280 281 81 U 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 "X "X Terman Middle Palo Alto High Greendell School Ohlone Elementary Hoover Elementary Henry M. Gunn High Addison Elementary Duveneck Elementary Escondido Elementary Palo Verde Elementary Fairmeadow Elementary El Carmelo Elementary Walter Hays Elementary Barron Park Elementary Lucille Nixon Elementary Juana Briones Elementary David Starr Jordan Middle Jane Lathrop Stanford Middle §¨¦280 |ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos Baylands Preserve Byxbee Park California Ave Station Palo Alto Station Pag e M i l l R o a d Al m a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcad e r o R o a d East Charleston Road Lo u i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Willow R o a d Lin c o l n A v e n u e Hamilto n A v e n u e West C h a r l e s t o n R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T PR EL IM INA RY DR A FT M AP T- 2 P A L O A L T O L O C A L T R A N S I T C O N N E C T I O N S Source: Palo Alto Unified School District, 2012; Santa Clara VTA, 2015; SamTrans, 2015; City of Palo Alto, 2015; Caltrain, 2015; PlaceWorks, 2015.Crosstown Shuttle Embarcadero Shuttle East Palo Alto Caltrain Shuttle Stanford Marguerite Shuttle Santa Clara Valley Transportation Authority (VTA) San Mateo County Transit (SamTrans) "X Caltrain Stations 5 Schools Railroads Employment Districts Commercial Centers Park/Open Space Public Conservation Land City Limit 0 0.5 1 Miles 182 297 102 103 88 22 824 32 35 522 89 PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-7 transit services serving the local area are below capacity levels. Policies in this Element support iImproving local services like shuttles to increase ridership and support traditional transit providers with first and last mile connectionsbetter match ridership needs could be one strategy to increase ridership and make more effective use of available capacity. RAIL SERVICE Caltrain is Palo Alto’s primary regional transit service, with riders traveling between San Francisco and Gilroy. Since introduction of the baby bullet limited express trains in 2003, ridership has more than doubled and today, Palo Alto’s University Avenue station the Palo Alto Transit Center is the second largest generator of weekday Caltrain trips, behind San Francisco’s 4th and King Street station. Long-range plans for the Palo Alto Station and the adjacent University Avenue underpass area will enhance the pedestrian experience and improve circulation and access for all modesthe station’s visibility of the transit station. The planned Caltrain extension to the Transbay Terminal in downtown San Francisco will improve regional transit connections, and Caltrain electrification will speed service and increase capacity while decreasing noise and air pollution. As of late 2015, the San Mateo County Transit District (SamTrans) has re-initiated study of possible future railtransit service along the Dumbarton corridor, to link the Alameda County communities of Newark, Union City and Fremont with the San Mateo and Santa Clara Counties.y communities of Redwood City, Menlo Park, and East Palo Alto via an existing, unused rail bridge across the San Francisco Bay. The study will also evaluate connections to Palo Alto and other cities in Santa Clara County. BUS SERVICE Three transit providers, VTA, SamTrans, and AC Transit, provide bus service in Palo Alto, connecting residents to both local and regional destinations. The VTA operates local bus service within the city, with 14 bus routes in Palo Alto and an express bus network that serves the Stanford Research Park. VTA, and also offers connections to VTA light rail, Caltrain, Altamont Corridor Express (ACE) and AMTRAK Capitol Corridor. SamTrans operates bus service throughout San Mateo, San Francisco, and Santa Clara counties, helping to connect Palo Alto to other parts of the Peninsula and Silicon Valley. AC Transit’s Dumbarton Express provides express bus service between the East Bay and communities on the Peninsula. In November 2015, Palo Alto City Council adopted a cComplete sStreets resolution affirming the City’s longstanding commitment to design and construction of a comprehensive, integrated transportation network that allows safe and convenient travel along and across streets for all users, including pedestrians, bicyclists, persons with disabilities, motorists, movers of commercial goods, users and operators of public transportation, emergency vehicles, seniors, children, youth, and families. Council also adopted National Association of City Transportation Officials (NACTO) guidelines for bikeway and urban street design, which incorporate cComplete sStreets best practices. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-8 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 The VTA’s proposed El Camino Real Bus Rapid Transit (BRT) project aims to improve transit operations and increase transit ridership along the El Camino Real Corridor. Policies in this Element support enhanced bus service in shared travel lanes wWith curbside stations and signal priority with (“queue jump lanes ing”), BRT in shared travel lanes will to provide faster, more reliable service with target stops and specialized transit vehicles and facilities. The El Camino Real BRT Corridor extends from Downtown San Jose (Arena Station) to Downtown Palo Alto (Palo Alto Transit Center) passing through the cities of Santa Clara, Sunnyvale, Mountain View and Los Altos. SHUTTLE SERVICE There are four types of shuttle services operating in Palo Alto, including the Stanford University Marguerite shuttle, the VTA shuttle, the City-operated Palo Alto Shuttle, and private employee shuttles which transit through Palo Alto offering transportation for employees to other job centers on the Peninsula. The Marguerite, run by Stanford University Parking and Transportation Services, is a free public service that connects the Stanford campus to the Palo Alto Caltrain StationTransit Center and Downtown. The VTA provides low cost fare based service for residents of Santa Clara County. The Palo Alto Free Shuttle is free wheelchair-accessible shuttle provided by the City to connect important destinations in the community, including Caltrain stations; the City is developing plans for enhanced service in response to community input. Marguerite and Palo Alto Shuttle routes are shown on Map T-1. FIRST/LAST MILE CONNECTIONS The concept of first/last mile connections refers to the level of accessibility to and from transit stations. Many people live or work within a mile from a transit station or, bus stop; however, distance, perception of safety, and inconvenience may deter them from using transit, so the entire trip is made by single-occupant vehicle simply for lack of convenience of a small but crucial segment of the trip. Currently, Tthe Palo Alto shuttle, biking, and walking are also provides first/last mile connections to and from Caltrain stations, as does the provision of bike share facilities. For now, walking and biking remain the best first/last mile option for most of Palo Alto. Future improvements should focus on making walking, and bicycling, shuttle service, and ridesharing more efficient, comfortable and safe. In addition, improved shuttle service, ridesharing and other on-demand transportation services could be integrated into the City’s overall first/last mile connection strategy and beyond, through MaaS. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-9 BICYCLING AND WALKING California’s Complete Streets Act requires local jurisdictions to plan for land use transportation policies that reflect a “complete streets” approach to mobility. Complete streets policies and street design principles provide for the needs of all road users, including pedestrians, bicyclists, transit operators and riders, children, the elderly, and people of all ability levels. BIKING Palo Alto dedicated its formal bikeway system—one of the nation’s first—in 1972. Bikeways have since become commonplace, and considerable progress has been made in overcoming barriers to bicycle travel in and around Palo Alto. Palo Alto’s bikeway network consists of on-road bicycle lanes, bicycle boulevards and bicycle routes, off-roadway shared-use paths and bridges, and bicycle parking facilities. Fourteen underpasses and bridges span barriers such as freeways, creeks, and railroad tracks. Map T-3 shows the existing and planned bikeway network in Palo Alto. Palo Alto is in a position to build on the existing network, significantly increasing its proportion of travel by bicycle and is actively pursuing an expanded bike share program. The Palo Alto Bicycle + Pedestrian Transportation Plan, adopted in 2012 (BPTP 2012), contains a policy framework, design guidance, and specific recommendations to increase walking and biking rates over the next decade and beyond. BPTP 2012 encourages planning, construction, and maintenance of complete streets that are safe and accessible to all modes and people of all ages and abilities., incorporating best practices from the National Association of Transportation Officials (NACTO) Bikeway Design Guide. Future challenges include more routes for northeast- southwest travel and overcoming physical barriers like railroads and freeways. Better provisions for bicycles on transit enables bicycles as a first/last mile option, promoting the use both modes by increasing convenience and accessibility of destinations. "X "X|ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Menlo Park Mi d d l e f i e l d R o a d Baylands Preserve Byxbee ParkEa s t B a y s h o r e R o a d Page M i l l R o a d Mi d d l e f i e l d R o a d Charle s t o n R o a d Junipe r o S e r r a B o u l e v a r d Arbore t u m R d Quar r y R o a d Sa n t a C r u z A v e Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcade r o R o a d Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Sand H i l l R o a d Lin c o l n A v e n u e Hamilto n A v e n u e Aras t r a d e r o R o a d Univ e r s i t y A v e n u e P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T MA P T - 3 B I K E W A Y S I N P A L O A L T O Source: City of Palo Alto, 2016; PlaceWorks, 2016. 0 0.5 1 Mile Class I Multi-Use Path Park Trails Private Pathways Across Barrier Connection (ABC) Class II Bicycle Lane One-Way Bicycle Lane Enhanced Bikeway Class III Shared Roadway Class III Shared Arterial Bicycle Boulevard "X Caltrain Stations Park/Open Space Public Conservation Land Railroads City Limit Commercial "X Downtown Inset Existing Proposed Off-Street Dedicated On-Street Shared On-Street Center Al m a S t Bry a n t S t Mi d d l e f i e l d R d We b s t e r S t Univ e r s i t y A v e Ever e t t A v e Hom e r A v e PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-11 WALKING Mode share data indicate that walking accounts for more trips than public transit in Palo Alto each day, yet is an often overlooked means of transportation. As shown on Map T-4, Palo Alto's pedestrians are generally well served by current facilities and will benefit from the attention given to street trees, walkable neighborhoods, and pedestrian- oriented design. The most needed improvements are to fill in the gaps in the sidewalk system, make intersection crossings “friendlier,” and overcome barriers to northeast-southwest travel. FUNDING IMPROVEMENTS Transportation infrastructure in Palo Alto is supported through the City’s Capital Improvement Program (CIP) and impact fees on new development. The CIP is approved on an annual basis by the City Council and may include projects such as roadway and other improvements to the circulation system. The Citywide Transportation Impact Fee, adopted in 2007 and in effect through 2025, is designed to recover a portion of the costs associated with relieving traffic congestion associated with new development; the fee is calculated based on the number of additional vehicle trips generated. Three area-specific transportation impact fees also apply to portions of the city where high traffic volumes occur. These areas include San Antonio/West Bayshore, Stanford Research Park/El Camino Real CS Zone, and Charleston/Arastradero. A separate fee is charged in the Downtown Parking Assessment District (for parking impacts). The goals, policies and programs contained in this Element seek to mitigate the impacts of future development, protect Palo Alto residents’ quality of life, and address region-wide transportation issues. In order to implement these policies and programs, the City is committed to evaluating additional funding options on a regular basis. Regular evaluation and assessment of transportation-related needs and resources can help ensure that Palo Alto achieves these goals. STREETS All modes of transportation in Palo Alto depend to some degree on the street network. The City’s street network has remained essentially unchanged since the 1960s, except for projects along the Sand Hill Road corridor., yet overall traffic volumes have increased. In the future, prioritizing multimodal transportation solutions and traffic calming can support a shift towards alternative transportation, thus increasing walking and biking on local streets. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION Source: City of Palo Alto, 2012. MAP T-4 EXISTING PEDESTRIAN FACILITIES Downtown Inset Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions Existing Facilities and Programs | 3-5 Alta Planning + Design Chapter 3 Map 3-2: Existing Pedestrian Conditions PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 31, 2017 T-13 STREET CLASSIFICATIONS Palo Alto’s streets are categorized according to purpose, design and the volume of traffic they carry. This street hierarchy is defined below and is illustrated on Map T-5. Improvements to road surfaces, curbs, crossings, signage, landscaping, and sight lines must make streets safer for vehicles, but must consider the needs and safety of pedestrians and cyclists as well. ROADWAY AND INTERSECTION IMPROVEMENTS [To be updated when Preferred Alternative and associated roadway improvements are identified]. Efficient traffic circulation on major streets is a priority in Palo Alto, as is minimizing the diversion of through-traffic onto local residential streets. Intersections are the most constricted points on the network and tend to see the highest levels of congestion during the peak morning and afternoon commute periods. For that purpose, several key intersections and roadways segments, as shown on Map T-6, have been identified for monitoring. A challenge is to balance the free flow of traffic with the safety of pedestrians and cyclists of all abilities, as well as with residents’ desire to maintain low traffic speeds on residential arterials. Most future improvements will be made within existing rights- of-way at intersections and will provide for traffic calming or relatively small increases in roadway capacity by adding turn lanes or making other intersection . adjustments. Intersection improvements are planned only at the major intersections noted below. PALO ALTO’S STREET HIERARCHY  Freeway: Major roadway with controlled access; devoted exclusively to traffic movement, mainly of a through or regional nature.  Expressway: Major roadway with limited access to adjacent properties; devoted almost exclusively to traffic movement, mainly serving through- traffic.  Arterial: Major roadway mainly serving through-traffic; takes traffic to and from expressways and freeways; provides access to adjacent properties.  Residential Arterial: Major roadway mainly serving through-traffic; takes traffic to and from express- ways and freeways; provides access to adjacent properties, most of which are residential properties located on both sides of the roadway with direct frontages and driveways on that roadway.  Collector: Roadway that collects and distributes local traffic to and from arterial streets, and provides access to adjacent properties.  Local: Minor roadway that provides access to adjacent properties only. Vehicle miles traveled (VMT) is an indicator of the level of traffic on the roadway system by motor vehicles. VMT is estimated for the given period of time - for example daily or annually. The estimate is based on both traffic volume counts and roadway length. As population increases, so does VMT; however, other factors that contribute to a rise in VMT include economic growth, relatively affordable auto travel costs, tourism, low levels of public transit, and sprawl. As the amount of auto travel increases, the time wasted on congested roadways, the energy used by the vehicles and total costs of auto travel increase accordingly. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-14 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Additional turning lanes and other related changes are proposed at the following major intersections in Palo Alto: [list to be determined based on final decisions about the locations of future development] Most future improvements will be made within existing rights-of-way and will provide for traffic calming or relatively small increases in roadway capacity by adding turn lanes or making other intersection adjustments. Other, specific local and regional transportation investments envisioned are:  Full grade separations for automobiles, pedestrians, and bicyclists at Caltrain crossings,  Retrofit/improvements to existing grade separated Caltrain crossings for pedestrians and bicyclists at California Avenue and University Avenue,  Construction of new pedestrian and bicycle grade separated crossing of Caltrain in South Palo Alto and in North Palo Alto,  Pedestrian and bicycle improvements derived from the 2012 Bicycle and Pedestrian Plan as amended over time,  The US 101/Adobe Creek bicycle and pedestrian bridge,  El Camino Real intersection and pedestrian safety/streetscape improvements,  Downtown mobility and safety improvements,  Geng Road extension to Laura Lane,  Middlefield Road corridor improvements. Other agencies, including Santa Clara County, VTA, and Caltrans, are responsible for other major roadway projects that will directly affect Palo Alto streets, but are not under the jurisdiction of the City. Specifically:  The County will implement elements of Expressway Plan 2040 in or near Palo Alto, including widening Oregon-Page Mill with HOV lanes and a bicycle/pedestrian trail between I-280 and Foothill Expressway, intersection improvements along Oregon-Page Mill between Porter and Hansen and at El Camino Real, reconfiguration of the interchange at I-280/Oregon-Page Mill Road, and an ITS/signal system Countywide,  US 101 southbound improvements from San Antonio Road and Rengstorff Avenue. "X "X §¨¦280 |ÿ82 £¤101 Mountain View East Palo Alto Stanford Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Los Altos El C a m i n o R e a l Fo o t h i l l E x p r e s s w a y Oreg o n E x p r e s s w a y Embarcad e r o R o a d Univ e r s i t y A v e n u e East Charleston Road San A n t o n i o R o a d Al m a S t r e e t Mi d d l e f i e l d R o a d California Ave Station Palo Alto Station Source: City of Palo Alto, 2013; PlaceWorks, 2014. PR EL I MI N A R Y D RA F T MA P T -5R O A D W A Y N E T W O R K P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T 0 0.25 0.5 Miles Local/Collector Residential Arterial Arterial Expressway Freeway Railroads "X Caltrain Stations Parks Public Conservation Land Sphere of Influence City Boundary PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-16 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 §¨¦280 |ÿ82 £¤101 Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford Menlo Park Mi d d l e f i e l d R o a d Baylands Preserve Byxbee Park Ea s t B a y s h o r e R o a d Page M i l l R o a d Mi d d l e f i e l d R o a d Charle s t o n R o a d Junipe r o S e r r a B o u l e v a r d Arbore t u m R d Quar r y R o a d Sa n t a C r u z A v e Alm a S t r e e t El C a m i n o R e a l Oreg o n E x p r e s s w a y Embarcade r o R o a d Lou i s R o a d Wa v e r l y S t r e e t Seal e A v e n u e Loma V e r d e A v e n u e Chan n i n g A v e n u e East M e a d o w D r i v e San A n t o n i o R o a d Colora d o A v e n u e Sand H i l l R o a d Lin c o l n A v e n u e Hamilto n A v e n u e Aras t r a d e r o R o a d Univ e r s i t y A v e n u e !6 !1 !20 !18 !15 !9 !8 !7 !5 !4 !3 !2 !19 !17 !16 !14 !13 !12 !11 !10 P A L O A L T O C O M P R E H E N S I V E P L A N T R A N S P O R T A T I O N E L E M E N T MA P T - 6 M O N I T O R E D I N T E R S E C T I O N S Source: City of Palo Alto, 2016; PlaceWorks, 2016.Park/Open Space Public Conservation Land Railroads City Limit 0 0.5 1 Mile 1. Middlefield/University2. Middlefield/Embarcadero3. Middlefield/Oregon (CMP)4. Middlefield/Colorado5. Middlefield/Charleston6. Middlefield/San Antonio (CMP)7. El Camino Real/Alma/Sand Hill (CMP)8. El Camino Real/University/Palm9. El Camino Real/Embarcadero (CMP)10. El Camino Real/Page Mill (CMP)11. El Camino Real/Arastradero/Charleston (CMP)12. El Camino Real/San Antonio (CMP) (Mountain View)13. Santa Cruz/Sand Hill Road (Menlo Park)14. Foothill/Junipero Serra/Page Mill (CMP)15. Foothill/Arastradero (CMP)16. Alma/Charleston17. Arboretum/Quarry18. San Antonio/Charleston(CMP)19. Embarcadero/East Bayshore20. University/Woodland (East Palo Alto) Palo Alto Monitored Intersections (CMP) denotes Santa Clara County VTA Congestion Management Plan intersection. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-18 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 These investments would be complemented by local and regional investments in transit and transportation demand management, as well as parking supply and parking management. LEVEL OF SERVICE &AND VEHICLE MILES TRAVELLED Motor vehicle lLevel of sService (LOS) is a way of measuring traffic congestion based on average control delay per vehicle, and in some analyses, based on the ratio of the volume of traffic to the capacity of the road. LOS A is a free-flowing condition for cars and LOS F is an extreme congestion condition, with traffic volumes at or over capacity. LOS definitions for signalized intersections are shown in Table T-1. Policies in the Element ensure that Intersections in the city are subject to its LOS standards, and the City will continue to use vehicular LOS at local intersections when evaluating development applications, including a project’s potential contribution to cumulative overall LOS. TABLE T-1 SIGNALIZED INTERSECTION LOS DEFINITIONS BASED ON AVERAGE DELAY LOS Average Control Delay Per Vehicle (Seconds) A 10.0 or less B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F Greater than 80.0 Source: Transportation Research Board, 2000 Highway Capacity Manual. Washington, D.C. 2000. VEHICLE MILES TRAVELED (VMT) Transportation planning analyses used by cities to describe traffic and roadway and intersection operation, both for infrastructure planning and for new development projects, are evolving away from the traditional Vehicle Level of Service (LOS) metric towards a multi-modal perspective based on Vehicle Miles Traveled (VMT). California Senate Bill 743, passed in 2013, requires impacts from new development on transportation network performance to be viewed through a filter that promotes the PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-19 reduction of greenhouse gas emissions, the development of multi-modal transportation networks, and a diversity of land uses. This evolution acknowledges the fact that designing roadways primarily to serve vehicle travel is not a sustainable transportation approach and can have negative consequences for those travelling by other modes. This Bill will also shift the State away from LOS as the metric for evaluating transportation impacts under the California Environmental Quality Act (CEQA) and towards use of vehicle miles travelled (VMT) or VMT per capita. This shift recognizes that prioritizing the free flow of cars over any other roadway user contradicts State goals to reduce GHGs. Utilizing both LOS and VMT metrics provides the City with a comprehensive view to address traffic and to reflect its sustainability goals. Shorter and fewer vehicle trips to, from and within Palo Alto become an important measure in relation to greenhouse gas emissions. While LOS describes local-level impacts at a specific location, VMT describes network-wide impacts by measuring the number of miles traveled by motor vehicles within an area. VMT per capita divides the total amount of VMT by the population living and working in a community. In the Bay Area, a common pattern in jobs-rich communities like Palo Alto is that community-wide VMT is high because many workers must travel into the City from far away, and not all can meet their needs by using transit. VMT per capita is used to account for changes in population and employment over time and helps measure how far people travel to get to work, get home, and meet daily needs, while adjusting for increases in VMT due only to increased housing or employment. In summary, VMT can help identify how new development projects may influence accessibility and emissions, while vehicle LOS can still help identify impacts on users of the local roadway network. Together, these measures can inform efforts to reduce commute lengths and enhance the availability of alternative transportation options. MULTIMODAL LEVEL OF SERVICE Some communities are exploring how to apply the concept of level of service, which has focused exclusively on cars for the past several decades, to transit, bikes, and pedestrians in order to better understand and support alternative modes of transportation. Multi-modal level of service (MMLOS) is another analytical approach endorsed by policies in this Element, and applies the concept of LOS to all modes of travel, including transit, bikes, and pedestrians as well as cars and trucks. Within Santa Clara County, in response to State laws that require planning for complete streets and deprioritize vehicular LOS as a metric for transportation analysis, VTA is developing guidelines for multi-modal transportation planning to include in all PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-20 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 transportation studies, and the City of Palo Alto will have an opportunity to participate in this effort. One possible outcome could be the adoption of metrics for safety, convenience, and delay for transit, bicycles, and pedestrians similar to the LOS standards the City has adopted for motor vehiclescars. RAIL CORRIDOR Palo Alto is bisected by the Caltrain rail corridor, which provides important connections to the wider Bay Area; however, it also creates a significant barrier to local connectivity and circulation. Policies in this Element address these issues as well as safety and desired service expansions to better serve the California Avenue Caltrain station. GRADE SEPARATION To enhance local connectivity, improve pedestrian and bicycle circulation, and increase safety, the City of Palo Alto is also committed to pursuing grade separation for pedestrians, bicyclists, and automobiles at Caltrain crossings within the City and is considering conceptual grade separation alternatives for a portion of the Caltrain right-of-way. Recent studies have focused on three existing at-grade crossings at West Charleston Road, Meadow Drive, and Churchill ,Avenue; however there is significant interest in analyzing and pursuing grade separations at Alma Street as well, in addition to possible establishment of a “quiet zones” for the near term. Trenching the Caltrain corridor from San Antonio to the Oregon Expressway is the City’s preferred option for grade separation. Although the potential cost of this option to reroute existing creeks and add infrastructure pump stations would be higher than the option of submerging the roadway at key intersections, grade separation would prevent the taking of existing homes and partial property acquisitions, elimination of turning movements, and would result in less visual impacts at each intersection than submerging the roadway at key intersections due to the large footprint of the submerged segments. NEIGHBORHOOD IMPACTS Most Palo Alto streets are bordered by residential land uses. Citizens’ concerns reflect chronic problems like speeding, regional traffic on local streets, commuter shortcutting, and too much motor vehicle traffic. The City has designated some streets as residential arterials to recognize that they carry large volumes of through- traffic but also have residential uses on both sides of the street. The objective is to address the desires of residents of these streets who would like to have slower The Traffic Infusion on Residential Environment (TIRE) index is a measure of the effect of traffic on the safety and comfort of human activities, such as walking, cycling, and playing on or near a street and on the freedom to maneuver vehicles in and out of residential driveways. The TIRE index scale ranges from 0 to 5 depending on daily traffic volume. An index of 0 represents the least infusion of traffic and 5 the greatest, and thereby, the poorest residential environment. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-21 speeds, safer conditions for bicycles and pedestrians, and aesthetic improvements. This must be done economically and without appreciably reducing traffic capacity or diverting traffic onto other local neighborhood streets. Additionally, to address community concerns, the City has developed a Traffic Intrusion on Residential Environments (TIRE) methodology that estimates resident perception of traffic impacts based on anticipated average daily traffic growth. Although not required under the California Environmental Quality Act or pursuant to VTA guidelines, the City of Palo Alto uses the TIRE index to measure the impact of traffic on residents along a street. TRAFFIC CALMING Policies in this Element support tTraffic calming, which refers to projects that make permanent, physical changes to streets to slow traffic and/or reduce volumes, thus improving their safety and addressing residents’ concerns. Traffic calming measures can reduce speeds and return some through-traffic from local streets and collector streets to nearby arterials, something that may be of increased importance given the advent of technology that helps drivers navigate local streets to avoid congestion. Traffic calming also includes education and enforcement measures that promote changes in driver behavior. Where warranted by traffic conditions and residents’ desires, Palo Alto’s policy is to implement physical changes to local and collector streets that slow traffic close to the 25 miles per hour (mph) residential speed limit. Physical changes implemented are safe and take into account the needs of all road users. Some examples of traffic calming measures include:  Curb and Sidewalk Design. In many of the areas of Palo Alto built since World War II, an integral curb and sidewalk design was used, resulting in sidewalks immediately next to traffic lanes. Adding planting pockets and street trees would promote pedestrian use and also provide visual cues to drivers to reduce speeds. Curb extensions at intersections and crosswalks can also slow traffic speeds.  Reducing and Narrowing LanesLane Reductions. In commercial areas, it may be feasible to reduce the number of lanes for through-traffic with- out losing too much traffic handling capacity. In these areas, curb lanes are often not very useful for through-traffic since they may be blocked or slowed by cars turning into and out of driveways and parking spaces. In other areas, narrowing the travel lanes is a technique that can be used to reduce motor vehicle PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-22 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 speeds.Street Closures. Street closures are effective at eliminating through- traffic, especially when safety issues are involved. They may be a necessary design element for a bicycle boulevard or transit mall, but closures can often be controversial because they disrupt the traditional neighborhood street grid, and may shift traffic to adjacent streets.  RoundaboutsTraffic Circles. A traffic circle is a raised island in the center of an intersection that helps reduce speeding by forcing drivers to slow. Traffic circles have been shown to dramatically reduce collisions and are considered more bicycle-friendly than traditional two- or four-way stops controls. Because they don’t require stops, traffic circles also reduce local air and noise pollution from stop–and-go traffic, and offer opportunities for added landscaping and tree planting. Traffic circles are already used in Palo Alto’s residential neighborhoods, and the 2012 Bicycle + Pedestrian Transportation Plan calls for greater use of traffic circles, particularly along bicycle boulevards. PARKING Effectively managingA comprehensive parking supply and demand can strategy is an important component of the overall effort to reduce traffic congestion, protect the livability of residential neighborhoods, and support local businesses. The overarching objective of the strategy is to provide parking as needed to sustain economic vitality in the commercial centers and employment districts, while over time implementing initiatives to reduce motor vehicle parking demand and provide new bicycle parking facilities. MOTOR VEHICLE PARKING The parking-related policies strategy articulated in this plan articulate involves a phased approach. In the near-term, the focus will be on optimizing the use of existing parking spaces and conducting needs assessments, which establish a baseline for adequate parking in each of the city's commercial centers and employment districts under current conditions, and creating parking management strategies, which optimize the use of existing parking spaces. In the mid- to long- term, as it becomes easier and more convenient to walk, bike, rideshare and use transit, and as the effectiveness of parking management programs can be measured, the focus will shift to recalibrating parking supply. Bridging between these two phases will require identifying performance standards for transit, walking, ridesharing and bicycling that represent the thresholds at which point mechanisms to phase in PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-23 updated parking requirements and reduce space allocated to parking over time should be considered. Parking management can be done in a number of ways, including optimizing use of existing spaces and incentivizing use of alternatives to the automobile. Technology is central to optimizing the use of existing spaces, and the City is already committed to installing parking guidance systems that give drivers real-time information on the number and location of available spaces, and to developing clear logos and wayfinding signage to help people access public parking efficiently. Sshared parking arrangements that allow different users to use the same spaces at alternate times - for example, employees in the daytime and restaurant patrons at night - can also optimize the use of existing spaces. Improving transit service, providing safe, convenient bicycle parking and enhancing the pedestrian realm can incentivize the use of transportation modes that don't require vehicle parking, while charging for parking makes it more likely that people will carpool, take transit, walk or bike. The City has already begun to pilot new programs and gauge the effectiveness of parking management strategies in coordination with other transportation demand management initiatives. This plan seeks to set the stage for continued innovation and experimentation in both the public and private sectors to develop effective solutions. Over time, carefully managing parking supply can significantly reduce the number of parking spaces needed, moderate traffic congestion, reduce the costs of providing parking, encourage transit and sustainable transportation choices and support Palo Alto’s goals for livable neighborhoods. BICYCLE PARKING Policies also support As the City continues to implement its parking strategy over the mid- to long-term of this plan, bicycle use will be promoted by increasing the number of safe, attractive, and well-designed bicycle parking spaces in Palo Alto, as well as bike share hubs and bike stations at Caltrain stations. Priority areas of the city for enhanced bike parking include heavily travelled mixed-use areas, commercial centers, employment districts, recreational/cultural facilities, multi-modal transportation facilities and ride share stops. In addition, the City will identify ways to incentivize the provision of bicycle parking near existing shops, services and places of employment in collaboration with private sector partners, and in City-owned parking lots and rights of ways. Further actions will be guided through implementation of the 2012 Bicycle + Pedestrian Transportation Plan. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-24 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 ROAD SAFETY Traffic safety will continue to be among the City’s top priorities in the future. City officials, city employees and community members are committed to working together to build better and safer streets, educate the public on traffic safety, enforce traffic laws, and adopt policy changes that save lives. The City is undertaking a comprehensive traffic safety program, and partners with Palo Alto Unified School District and the Palo Alto Parent Teacher Association (PTA) on a Safe Routes to School Program that encourages families to walk, bike, take transit and use other alternatives to driving to school more often and to reduce the risk of collisions for students. A new approach to roadway safety that has proven to be successful in substantially reducing traffic-related fatality rates without compromising mobility is the Vision Zero Initiative, which is being implemented in cities throughout the US and Europe.developed in Sweden. At the core of this approach is the pursuit of concept of shifting responsibility for safety from roadway users to the design of the roadway system. While local conditions and traffic culture in Palo Alto are different than in Sweden, the Vision Zero Initiative could potentially offer ideas and lessons for Palo Alto to draw on in pursuing the goal of roadway safety for all users. TRANSIT-DEPENDENT COMMUNITIESY Young people, seniors, people with low incomes, and people with limited mobility all have special transportation needs. Palo Alto is committed to providing reasonable accessibility and mobility for all members of the community, including those who depend on transit because they cannot drive or choose not to. SENIORS As the baby boomer generation (i.e., those born between 1946 and 1964) ages, more and more people will forego driving or become unable to drive. Without proper access to affordable transit or families, friends, and/or neighbors who can provide rides, seniors face an increased risk of social and physical isolation. VTA offers seniors 65 and over a discounted Regional Transit Connection Card. In addition, Outreach, a non-profit organization that serves seniors and people with disabilities, offers transportation services in Santa Clara County, including a subsidized transit pass and subsidized taxi rides. While Outreach provides an important service to the community, there is a daily cap on the number of rides offered so all user requests may not be accommodated. Households that don’t own a car are dependent on transit to reach work, including evening, nighttime, and weekend shifts, and to meet other daily needs. At the same time, in a 2016 survey of workers in downtown Palo Alto, 40 percent of service workers reported that they would take transit to work if it was less expensive. Improving mobility for low- income residents and workers could mean both expanding transit and shuttle service to off-peak hours and supporting programs to provide free or discounted transit passes. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-25 PEOPLE WITH LIMITED MOBILITY VTA’s paratransit services are also provided by Outreach. Riders may reserve paratransit trips from one to three days in advance, between 8:00 a.m. and 5:00 p.m. for service the next day. However, paratransit services are limited to a ¾-mile corridor around the VTA bus routes and light rail stations. For travel outside of the service area, customers must arrange a transfer to the paratransit operator. UNIVERSAL DESIGN The policies in this Element support these and other efforts to serve transit dependent communities and also embrace the principle of universal design for mobility is to achieve roadways and sidewalks that can accommodate people of all abilities and all users, including automobiles, pedestrians, bicyclists. Examples of universal design to support people with disabilities include placing pedestrian push buttons at wheelchair level, audible pedestrian crossing systems, sidewalk curb ramps, including wider ramps for strollers, increasing pedestrian crossing times, sidewalk widths of 6 six feet or greater, roadway and sidewalk materials that reduce slipping and add stability, minimizing driveway crossings and obstructions, and avoiding steep grades and slopes. ECONOMIC DISADVANTAGE In 2012, HUD considered a household (family of four) earning $75,700 or less and living in Santa Clara County to be low-income, $52,500 or less to be very low- income, and $31,500 or less to be extremely low income. As described in the adopted Housing Element (2014-2023), approximately 21 percent of households in Palo Alto are low, very low, or extremely low income; 2 percent do not own a car.1 These households rely on transit to reach work, including evening, nighttime and weekend shifts, and to meet other daily needs. Expanding access to public transportation services in Palo Alto during off-peak hours, including the Shuttle, is one strategy that can improve accessibility and mobility. REGIONAL COLLABORATION Increasing population and traffic congestion over the past 20 years have required an increased emphasis on regional solutions to transportation issues. A regional approach is needed to avoid local solutions that simply shift the problem elsewhere or produce unintended results. Transportation facilities like Caltrain or the Bayshore 1 U.S Census Bureau, 2014 ACS 5-year estimate. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-26 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Freeway need to be managed on a regional basisly. Palo Alto is actively participating with other communities and Caltrain on Caltrain electrification, formally known as the Peninsula Corridor Electrification Project (PCEP), which will replace existing diesel trains with electric ones along the 51-mile Caltrain corridor and enable Caltrain to both increase the number of trains it runs and run longer trains. While these changes offer benefits to regional commuters, they will are also expected to increase crossing delays and congestion at rail crossings until they are grade separatedat local intersections in Palo Alto. Congestion Management Plan Palo Alto has been an active participant in tThe Santa Clara County VTA Congestion Management Program (CMP). The CMP is the primary mechanismvenue for transportation planning in the County and the conduit for most transportationand funding. Palo Alto representatives also participate on VTA advisory committees as well as leadership in numerous other Bay Area regional bodies affecting transportation, including the Metropolitan Transportation Commission (MTC), Association of Bay Area Governments (ABAG), and the Bay Area Air Quality Management District (BAAQMD), and the California Department of Transportation (Caltrans). HOV LANES High Occupancy Vehicle (HOV) lanes and express lanes are regional used as a traffic management strategiesy aimed at to reduce reducing congestion on freeways and improvinge air quality. HOV lanes are reserved at peak travel times or longer for the exclusive use of vehicles with a driver and one or more passengers; although motorcycles and some alternative fuel and transit vehicles may also use the lanes. There are about 174 miles of freeway carpool lanes in Santa Clara County, including 84 miles along US 101 between the Palo Alto and Morgan Hill. GOALS, POLICIES, AND PROGRAMS SUSTAINABLE TRANSPORTATION GOAL T-1 Create a sustainable transportation system, complemented by a mix of land uses, that emphasizes walking, bicycling, use of public transportation, and other methods to reduce greenhouse gas emissions and the use of single occupancy motor vehicles. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-27 REDUCING RELIANCE ON SINGLE-OCCUPANT VEHICLES Policy T-1.1 Take a comprehensive approach to reducing single-occupant vehicle trips by involving those who live, work and shop in Palo Alto in developing strategies that make it easier and more convenient not to drive. Policy T-1.2 Collaborate with Palo Alto employers and business owners to develop, implement and expand comprehensive programs like the Transportation Management Association (TMA) to reduce single- occupant vehicle commute trips, including through incentives. Create a long-term education program to change Program T1.2.1 the travel habits of residents, visitors, shoppers, and workers by informing them about transportation alternatives, incentives, and impacts. Work with the Palo Alto Unified School District and with other public and private interests, such as the Chamber of Commerce and Commuter Wallet partners, to develop and implement this program. Formalize the City’s Transportation Demand Program T1.2.2 Management (TDM) program requirements by establishing an ordinance standards and guidelines that outlines when TDM should be applied to new development should be required to prepare and implement a TDM Plan, whatand the performance standards. metrics are required, and how compliance will be measured and enforced. Require regular monitoring/reporting and provide for enforcement with meaningful penalties for non- compliance. The ordinance should also:  Establish a list of acceptable effective TDM measures that include transit usepromotion, prepaid transit passes, commuter checks, car sharing, carpooling, parking cash-out, bicyclingbicycle lockers and showers, shuttles to Caltrain, walking, requiring TMA membership, and education and outreach to support the use of these modes. Transportation Demand Management (TDM) The term Transportation Demand Management (TDM) encompasses a coordinated set of strategies that are designed to reduce the use of single occupancy vehicles, and thereby reduce both traffic and parking demand. TDM programs include investments in alternative transportation improvements; incentives for local employees to take transit, walk, or bike; parking management; and marketing. In Palo Alto, the Transportation Management Authority (TMA), an independent non-profit organization that works collaboratively with the City and the business community, is responsible for coordinating TDM programs. Transportation Demand Management Strategies are also referenced under Program T-5.2.3. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-28 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017  Require TMA membership and Provide a system for incorporating alternative measures as new ideas for TDM are developed.  Establish a mechanism to monitor the success of TDM measures and track the cumulative reduction of peak period motor vehicle tripsthrough the following methods:. TDM measures should achieve the following reduction in peak period motor vehicle trips, with a focus on single-occupant vehicle trips. Reductions should be based on the rates included in the Institute of Transportation Engineers’ Trip Generation Manual for the appropriate land use category: - 45 percent reduction in the Downtown district - 35 percent reduction in the California Avenue area - 30 percent reduction in the Stanford Research Park - 30 percent reduction in the El Camino Real Corridor - 20 percent reduction in other areas of the city  Establish a system that allows new development to achieve “no net new vehicle trips” by reducing trips to the site through TDM measures, and then Allow contracting between developments or organizations so that trips to/from one site can be offsetting remaining trips via by enforceable agreements with other entities or organizations like the TMA that are committed to reducing existing vehicle tripsreductions on another for a net reduction within Palo Alto.  Require new development projects to pay a Transportation Impact Fee which will be used to offset or reduce impacts to congestion citywide to the extent feasible through transit PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-29 services, shuttles, similar public services, bicycle lanes, and other capital improvements that enhance multimodal travel. Evaluate the performance of pilot programs Program T1.2.3 implemented by the Palo Alto Downtown Transportation Management Association and consider pursue expanding expansion from Downtown to California Avenue and other areas of the city as when appropriate. Site City facilities near high-capacity transit and Program T1.2.4 rReview revise existing regulations, policies, and programs to identify revisions that encourage telecommuting, satellite office concepts, and work- at-home options. REDUCING GREENHOUSE GAS EMISSIONS Policy T-1.3 Reduce GHG and pollutant emissions associated with transportation by reducing vehicle miles traveled and per-mile emissions through increasing transit options and through the use of zero-emission vehicle technologies to meet City and State goals for GHG reductions by 2030. Develop an electric vehicle promotion program that Program T1.3.1 identifies policy and technical issues, barriers and opportunities to the expansion of electric vehicles. Use low-emission vehicles for the Palo Alto Free Program T1.3.2 Shuttle and wWork with transit providers, including SamTrans and VTA, to encourage the adoption of electric, fuel cell or other zero emission vehicles. Also work with private bus and shuttle providers, delivery companies, and ride services. Policy T-1.4 Ensure that electric vehicle charging infrastructure, including infrastructure for charging e-bikes, is available citywide. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-30 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Review Update the Zoning Ordinance Code and Program T1.4.1 update as needed to ensure compatibility with the electric vehicle infrastructure ordinance requirements., including parking technology improvements such as vehicle lifts and electronic monitoring. Further encourage the installation of facilities that Program T1.4.2 support alternative fuel vehicles by pPeriodically reviewing requirements for electric and plug-in vehicle infrastructure in new construction. Consider and periodically review requirements for electric and plug-in infrastructure for remodels. Consider costs to the City, including identifying payment options. INCREASING TRANSIT USE Policy T-1.5 Improve and support Encourage innovation and expanded transit access to regional destinations, multi-modal transit stations, employment centers and commercial centers, including those within Palo Alto through the use of efficient public and/or private transit options such as rideshare services, on-demand local shuttles, and other first/last mile connections. Collaborate with transit providers, including Program T1.5.1 Caltrain, bus operators and rideshare companies, to develop first/last mile connection strategies that boost the use of transit and shuttle service for local errands and commuting. Focus on connections to/from major corridors such as East and West Bayshore Road, Alma Street, El Camino Real and Embarcadero Road. Use bike share to enhance first/last mile Program T1.5.2 connections and locate bike stations at transit hubs. Continue to work with Caltrain, Amtrak, and public bus operators to expand bicycle storage on public transit vehicles and at transit hubs during both peak and off-peak hours. [Bike share is covered in Program T1.18.4, below, which also mentions transit stations.] PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-31 Policy T-1.6 Support efforts Advocate for transit providers to coordinate train, bus, and shuttle schedules at multi-modal transit stations, and other transit information centers, to enable efficient transfer among public transit modes. Policy T-1.7 Work to ensure public and private school commute patterns are accommodated in the local transit system, including through schedule and route coordination. Policy T-1.8 Continue to encourage the provision of amenities such as seating, lighting, and signage, including real-time arrival information, at bus and shuttle stops and train stations to increase rider comfort, safety, and convenience. ENHANCING RAIL AND BUS SERVICE Policy T-1.9 Support Caltrain modernization and electrification, capacity and service enhancements and extension to Downtown San Francisco. Policy T-1.10 Support Encourage continued enhancement of the Caltrain stations as important transportation nodes for the city. Collaborate with Stanford University, VTA, Caltrain Program T1.10.1 and other agencies Stanford University, per existing agreements with the City, to explore station improvementspursue improvements to the Palo Alto Station/Transit Center area aimed at enhancing the pedestrian experience and improving, including maintenance and circulation and access improvements for all modes, including direct access to El Camino Real for transit vehicles. Program T1.10.2 Work with Caltrain to address commuter parking intrusion into surrounding neighborhoods. Prioritize solutions such as shuttle services, considering parking structures only as an option of last resort. In collaboration with Caltrain and Stanford Research Program T1.10.2 Park, pursue expansion of study the feasibility of baby bullet service to the California Avenue Caltrain Station ,and creation of an enhanced transit center at the Station, including connections to VTA bus PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-32 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 service, the Palo Alto Free Shuttle, the Marguerite, and other private shuttles serving the Research Park. supplemented by connections from the station to the Stanford Research Park, as a way to incentivize use of transit by employees commuting to jobs in the Research Park. Baby bullet trains stopping at California Avenue should complement baby bullets stopping at Palo Alto Station., and be connected to shuttle routes and other first-mile/last- mile solutions. Policy T-1.11 Collaborate with transit agencies in planning and implementing convenient, efficient, coordinated and effective bus service in Palo Alto that addresses the needs of all segments of our population. Strongly recommend that VTA maintain existing Program T1.11.1 service and coverage levels in Palo Alto. Work with VTA to explore expand VTA express bus Program T1.11.2 service routes that would to serve the Stanford Research Park, California Avenue, Stanford University, and Downtown. Study the feasibility of, and if warranted provide, Program T1.11.3 traffic signal prioritization for buses at Palo Alto intersections, focusing first on regional transit routes. Also, advocate for bus service improvements on El Camino Real such as queue jump lanes and curbside platforms. SHUTTLE SERVICE, RIDESHARING AND FIRST/LAST MILE CONNECTIONS Policy T-1.12 Encourage services that complement and enhance the transportation options available to help Palo Alto residents and employees make first/last mile connections and travel within the city for daily needs without using a single occupancy vehicle, including shuttle, taxi and ridesharing services. Investigate a pilot program to subsidize a taxi, Program T1.12.1 rideshare, or transit program for Palo Altans to get to/from dDowntown, including offering education and incentives to encourage users. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-33 Policy T-1.13 Continue the Palo Alto Free Shuttle Program and work with partners to enhance service by increasing frequency and prioritizing destinations of value to the community, including health centers, parks, schools, senior centers, and shopping areas and other places where residents gather. Evaluate theConduct a comprehensive study of the Program T1.13.1 shuttle system periodically in collaboration with community members, people with special needs, and PAUSD to:  Evaluate current routes and ridership;  Identify potential service improvements, including new or modified routes; expanded schedules that accommodate daytime, evening, and weekend demand; facilitating transit connections, and improvements to the safety and appearance of shuttle stops;  Explore partnerships with other services that could complement and supplement the Palo Alto Shuttle;  Develop clear and engaging materials to explain and promote shuttle use with the purpose of reducing barriers to use; and  Establish a schedule for regular evaluation and reporting to optimize shuttle system use and effectiveness. Policy T-1.14 Encourage employers to develop shared shuttle services to connect employment areas with the multi-modal transit stations and City amenities, and to offer employees education and information on how to use shuttles. BICYCLING AND WALKING Policy T-1.15 Promote bicycle use as an alternative way to get to work, school, shopping, recreational facilities and transit stops. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-34 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Allocate funding for Continue regular surveys of Program T1.15.1 bicycle use across the city, by collecting bicycle counts on important and potential bicycle corridors. Consider marketing strategies, such as a recurring Program T1.15.2 Palo Alto Sunday Open Streets program of events, potentially in coordination with local business groups, which would include street closures and programming. Encourage private schools within the community to Program T1.15.3 develop Walk and Roll Maps as part of Transportation Demand Management strategies to reduce vehicle trips. Support Participate in local and regional Program T1.15.4 encouragement events such as Palo Alto Walks & and Rolls, Bike to Work Day, and Bike Palo Alto! that encourage a culture of bicycling and walking as alternatives to single occupant vehicle trips. Policy T-1.16 Require new office, commercial, and multi-family residential developments to provide improvements that improve bicycle and pedestrian connectivity as called for in the 2012 Bicycle + Pedestrian Transportation Plan. Policy T-1.17 Increase cooperation with surrounding communities and other agencies to establish and maintain off-roadway bicycle and pedestrian paths and trails that are integrated with creek, utility, railroad rights-of- way and green spaces in a manner that helps enhance and define the community and avoids environmental impacts. Policy T-1.18 Provide facilities that encourage and support bicycling and walking. Adjust the street evaluation criteria of the City's Program T1.18.1 Pavement Management Program to ensure that areas of the road used by bicyclists are maintained at the same standards as, or at standards higher than, areas used by motor vehicles. Include bicycle and e-bike detection in intersection upgrades. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-35 Prioritize investments for enhanced pedestrian Program T1.18.2 access and bicycle use within Palo Alto and to/from surrounding communities, including by incorporating improvements from related City plans, for example the 2012 Bicycle + Pedestrian Transportation Plan and the Parks, Trails & Open Space Master Plan, as amended, into the cCapital Iimprovements planProgram. Increase the number of east-west pedestrian and Program T1.18.3 bicycle crossings along across Alma Street and the Caltrain corridor, particularly south of Oregon Expressway. Encourage the use of bike sharing, and support the Program T1.18.4 provision of bike share stationsrequired infrastructure throughout Palo Alto, especially at adjacent to transit stations and stops, job centers, community centers, and other destinations. Improve amenities such as seating, lighting, bicycle Program T1.18.5 parking, street trees, public art, and interpretive stations along bicycle and pedestrian paths and in City parks to encourage walking and cycling and enhance the feeling of safety. Policy T-1.19 Regularly maintain off-roadway bicycle and pedestrian paths, including sweeping, weed abatement, and surface maintenance. Program T1.19.1 Develop cooperative programs with the City and businesses that promote good community stewardship by keeping sidewalks clean in the University Avenue/Downtown and California Avenue business districts, and other centers. [Redundant with Land Use Program L-4.3.3 [L74] regarding business improvement districts and maintenance/beautification of commercial centers.] Policy T-1.20 Maintain pedestrian- and bicycle-only use of alleyways Downtown and in the California Avenue area where appropriate . to provide connectivity between businesses and parking and transit stops, and consider public art in the alleyways as a way to encourage walking. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-36 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 MONITORING PROGRESS Policy T-1.21 Continue to measure the effectiveness of the City’s transportation network to make better decisions on transportation issues. Collect, analyze and report transportation data Program T1.21.1 through surveys and other methods, to evaluate implementation of related ongoing policies on a regular basis. Also Ttrack progress on build-out of the 2012 Bicycle + Pedestrian Transportation Plan network. Policy T-1.22 Monitor VMT per capita and citywide greenhouse gas (GHG) emissions from mobile sources as a measure of progress toward sustainability goalsthe City’s goal of reducing GHG 80% below 1990 levels by 2030. Policy T-1.23 Monitor and publicly report on the level of service at critical intersections (as shown on Map T-5) on a regular basis and consider additional intersections to add to this list to monitor the effectiveness of the City's growth management policies. Also monitor multi-modal level of service for arterials and residential arterials. FUNDING IMPROVEMENTS Policy T-1.24 Evaluate transportation funding measures periodically for ongoing transportation improvements that will help mitigate the impacts of future development and protect residents’ quality of life. When other sources are unavailable, continue to fund improvements, operations and maintenance through the general fund. As part of the effort to reduce traffic congestion, Program T1.24.1 regularly evaluate the City’s current Transportation Impact Fee and modify as needed to implement transportation projects, and consider new fees that new development projects must pay to the City for use in reducing motor vehicleroadway trips congestion impacts to the extent feasible through the provision of transit services, shuttles, carpool/rideshare incentives, bicycle lanes, and similar programs and capital improvements. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-37 Policy T-1.25 Collaborate with adjacent communities to ensure that Palo Alto and its immediate neighbors receive their fair share of regional transportation funds, proportional to the need and demand for transportation improvements within these communities to address region-wide transportation issues. In collaboration with regional agencies and Program T1.25.1 neighboring jurisdictions, identify and pursue funding for rail corridor improvements and grade separation. Policy T-1.26 Collaborate with public interest groups as well as federal, State, and local governments to study and advocate for transportation regulatory changes, such as an increase in the gasoline tax. TRAFFIC DELAY AND CONGESTION GOAL T-2 Decrease delay, congestion, and vehicle miles travelled with a priority on our worst intersections and our peak commute times, including school traffic. Policy T-2.1 Working with congestion management authorities including the Valley Transportation Authority (VTA) and the City/County Association of Governments of San Mateo County (C/CAG), implement traffic management strategies and technologies, such as signal coordination, centralized traffic control, red-light, and speed enforcement cameras, and real-time travel information, to reduce traffic congestion in and around Palo Alto. Implement computerized traffic management Program T2.1.1 systems to improve traffic flow when feasible. Implement a program to monitor, coordinate, and Program T2.1.2 optimize traffic signal timing a minimum of every five two years along arterial and residential arterial streets. Policy T-2.2 As part of the effort to reduce traffic congestion, seek ongoing funding and engage employers to operate and expand support the establishment and operation of Transportation Management Associations (TMAs) to address transportation and parking issues as appropriate in the City’s employment districts. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-38 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Work in partnership with the Downtown Palo Alto Program T2.2.1 TMA and Stanford University to aggregate data and realize measurable reductions in single-occupant vehicle commuting to and from Downtown and in the Stanford Research Park. Policy T-2.3 Use vehicular motor vehicle lLevel of sService (LOS) at signalized intersections to evaluate the potential impact of proposed projects, including contributions to cumulative congestion. Use signal warrants and other metrics to evaluate impacts at unsignalized intersections., when evaluating development applications. When adopting new CEQA significance thresholds Program T2.3.1 for compliance with SB 743 (2013), also adopt desired standards for Regularly update multi-modal levels of service (MMLOS), which includes motor vehicle LOS, at signalized intersections for use in evaluating the consistency of a proposed project with the Comprehensive Plan.regulations Policy T-2.4 Consistent with the principles of Complete Streets adopted by the City, work to achieve and maintain acceptable levels of service for transit vehicles, bicyclists, pedestrians and automobiles on roads in Palo Alto. Program T2.4.1 Establish and maintain thresholds for acceptable multi-modal levels of service for intersections in Palo Alto. [Merged into Program T2.3.1 on MMLOS, above.] Revise protocols for reviewing office, commercial, Program T2.4.1 and multi-family residential development proposals to evaluate multi-modal level of service and identify gaps in the low stress bicycle and pedestrian network. for transit vehicles, bicyclists, and pedestrians. SCHOOLS AND CHILDCARE FACILITY CONGESTION Policy T-2.5 Encourage the location of childcare facilities near major employment hubs to reduce traffic congestion associated with child pick-up and drop-off. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-39 Policy T-2.6 Work with PAUSD to ensure that decisions regarding school assignments are analyzed to reduce peak period motor vehicle trips to and from school sites. Policy T-2.7 Work with the PAUSD to resolve traffic congestion issues associated with student drop-off and pick-up. Address pedestrian and bicycle access, circulation, and related issues such as coordinating bell schedules on City rights-of-way adjacent to schools and on PAUSD property. STREETS GOAL T-3 Maintain an efficient roadway network for all users. EFFICIENT CIRCULATION Policy T-3.1 Maintain a hierarchy of streets that includes freeways, expressways, arterials, residential arterials, collector streets, and local streets, balancing the needs of all users in a safe and appropriate manner. Program T3.1.1 Identify desired routes for transit, cycling and regional traffic as well as priorities for study and investments. [Redundant with other policies and programs. See Programs T1.11.1, T1.11.2, and T1.5.1 stating the City’s desires on transit routes. Cycling routes are established in the adopted 2012 BPTP, and traffic calming programs and policies address desired routes for regional traffic.] Policy T-3.2 Enhance connections to, from and between parks, community centers, recreation facilities, libraries and schools for all users. Policy T-3.3 Avoid major increases in single occupant vehicle street capacity when constructing or modifying roadways unless needed to remedy severe congestion or critical neighborhood traffic problems. Where capacity is increased, balance the needs of motor vehicles with those of pedestrians and bicyclists. Policy T-3.4 Regulate truck movements and large commercial buses in a manner that balances the efficient movement of trucks and buses while preserving the residential character of Palo Alto's street system. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-40 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Program T3.4.1 Evaluate the feasibility of changes to Palo Alto’s through truck routes and weight limits to consider such issues as relationship to neighboring jurisdictions, lower weight limits, increased number of routes, and economic and environmental impacts. STREET DESIGN AND MODIFICATION PROJECTS Policy T-3.5 When constructing or modifying roadways, plan for use of the roadway space by all users. Update the comprehensive roadway design Program T3.5.1 standards and criteria to be Continue to use best practices in roadway design that are consistent with cComplete sStreets principles best practices and the Urban Forest Master Plan, focusing on bicycle and pedestrian safety and multi-modal uses. Consider opportunities to incorporate best practices from the National Association of City Transportation Officials guidelines for urban streets and bikeways, tailored to the Palo Alto context. Establish procedures for considering the effects of Program T3.5.2 street design on emergency vehicle response time. Policy T-3.6 Consider pedestrians, and bicyclists, e-bikes, and motorcycles when designing road surfaces, curbs, crossings, signage, landscaping, and sight lines. Policy T-3.7 Encourage pedestrian-friendly design features such as sidewalks, street trees, on-street parking, gathering spaces, gardens, outdoor furniture, art, and interesting architectural details. Program T3.7.1 Conduct a study of Palo Alto roadways to identify needed pedestrian improvements, including on El Camino Real, Alma Street and other locations. Policy T-3.8 Add planting pockets with street trees to increase the tree canopy, provide shade, calm traffic and enhance the pedestrian realm. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-41 Policy T-3.9 Identify and establish performance measures for the road network in Palo Alto to support city-wide sustainability efforts, includinSupport city-wide sustainability efforts by preserving and enhancing g the treestreet canopy where feasible within the public right of way, consistent with the Urban Forest Management Plan, as amended. Policy T-3.10 Participate in the design and implementation of comprehensive solutions to traffic problems near Stanford Shopping Center and Stanford Medical Center. Support increased public transit, traffic Program T3.10.1 management and parking solutions to ensure safe, convenient access to and from the Stanford Shopping Center/ Medical Center area. Implement and monitor Development Agreement Program T3.10.2 traffic mitigations at Stanford Medical Center. Provide safe, convenient pedestrian, bicycle, and Program T3.10.3 transit connections between the Stanford Shopping Center/Medical Center areas and housing along the Sand Hill Road/Quarry Road corridors to Palo Alto StationTransit Center, Downtown Palo Alto, and other primary destinations. Study Pursue extension of Quarry Road for transit, Program T3.10.4 pedestrians and bicyclists to access the Palo Alto Station Transit Center from El Camino Real. Also study the feasibility of another pedestrian and bicycle Caltrain underpass of Caltrain at Everett Street. Policy T-3.11 Consider the objectives of the Grand Boulevard Initiative and the South El Camino Boulevard Design Guidelines when designing roadway and pedestrian improvements along El Camino Real. Pursue wide sidewalks, pedestrian friendly building design, and planting pockets with street trees. [Last sentence deleted for consistency with January 30 Council motion on a similar Land Use Element policy.] Policy T-3.11Policy T-3.12 Coordinate roadway improvements with other transportation and utility infrastructure improvements such as sewer and water. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-42 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Policy T-3.12Policy T-3.13 Work with Caltrans, Santa Clara County and VTA to improve east and west connections in Palo Alto and maintain a circulation network that binds the city together in all directions. Policy T-3.13Policy T-3.14 Continue to prioritize the safety of school children in street modification projects that affect school travel routes, including during construction. RAIL CORRIDOR Policy T-3.14Policy T-3.15 Pursue grade separation of rail crossings along the rail corridor as a City priority, including a below-grade alignment between San Antonio and the Oregon Expressway for both high speed rail and Caltrain. Undertake studies and Program T3.14.1Program T3.15.1 outreach necessary to advance grade separation of Caltrain to become a “shovel ready” project and strongly advocate for adequate State, regional, and federal funding for design and construction of railroad grade separations. Conduct a study to evaluate Program T3.14.2Program T3.15.2 the implications of grade separation on bicycle and pedestrian circulation. Policy T-3.15Policy T-3.16 Keep all four existing at-grade rail crossings open to motor vehicles, pedestrians, and bicyclist, consistent with results of a focused circulation study and a context sensitive alternatives analysis. vehicular traffic. Policy T-3.16Policy T-3.17 Until grade separation is completed, improve existing at-grade rail crossings to ensure the highest feasible level of safety along the corridor and provide additional safe, convenient crossings. Complete Commission a Palo Program T3.16.1Program T3.17.1 Alto Avenuen Alma Street crossing study to identify potential near-term safety and accessibility opportunities to improvements., including implementation of a “quiet zone.” [Quiet zones are addressed in the Noise section of the Natural Environment Element. See Program N6.12.2.] PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-43 Work with Caltrain to ensure Program T3.16.2Program T3.17.2 that the rail tracks are safe and secure with adequate fencing and barriers. Incorporate neighborhood input in planning and implementation of crossing improvements. Policy T-3.18 Improve safety and minimize adverse noise, vibrations and visual impacts of operations in the Caltrain rail corridor on adjoining districts, public facilities, schools and neighborhoods with or without the addition of High Speed Rail. NEIGHBORHOOD IMPACTS GOAL T-4 Protect local neighborhood streets that contribute to neighborhood support residential character and provide a range of local transportation options. Policy T-4.1 Keep all neighborhood streets open as a general rule. Policy T-4.2 Implement Continue to construct traffic calming measures to slow traffic on local and collector residential streets, and prioritize traffic calming measures for safety over congestion management. Identify specific improvements that can be used to Program T4.2.1 discourage drivers from using local, neighborhood streets to bypass traffic congestion on arterials. Periodically review evaluate residential areas for Program T4.2.2 traffic impacts, and use the results of that review evaluation to prioritize traffic calming measures. Policy T-4.3 Maintain the following roadways as residential arterials, treated with landscaping, medians, and other visual improvements to distinguish them as residential streets, in order to improve safety:  Middlefield Road (between San Francisquito Creek and San Antonio Road)  University Avenue (between San Francisquito Creek and Middlefield Road)  Embarcadero Road (between Alma Street and West Bayshore Road) PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-44 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017  East and West Charleston Road/Arastradero Roads (between Miranda Avenue and Fabian Way). Use landscaping and other improvements to Program T4.3.1 establish clear “gateways” at the points where the Oregon Expressway, University Avenue and Embarcadero Road transition from freeways to neighborhoods. Policy T-4.4 Minimize the danger of increased commercial ingress/egress adjacent to major intersections, and noticeable increases in traffic from new development in residential neighborhoods, through traffic mitigation measures. Policy T-4.5 Require project proponents to eEmploy the Traffic Impact on Residential Environments (TIRE) analysis methodology to measure potential street impacts from proposed new development of all types in residential neighborhoods. Policy T-4.6 Require new residential development projects to implement best practices for street design, stormwater management and green infrastructure. MOTOR VEHICLE AND BICYCLE PARKING GOAL T-5 Encourage attractive, convenient, efficient and innovative parking solutions for all users. MANAGING PARKING SUPPLY Policy T-5.1 All new development projects should meet parking demand generated by the project, without the use of on-street parking, consistent with the established parking regulations. As demonstrated parking demand decreases over time, parking requirements for new construction should decrease. For each commercial center and employment Program T5.1.1 district in Palo Alto, conduct a parking needs assessment in consultation with business owners, employers and local residents to establish a baseline for parking need. Evaluate the need to update parking standards in the municipal code, PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-45 based on local conditions, different users’ needs and baseline parking need. Allow the use of parking lifts for Office/R&D and multi-family housing as appropriate. Consider reducing parking requirements for retail Program T5.1.2 and restaurant uses as a way to encourage new businesses and the use of alternative modes.In parallel with each parking needs assessment, establish performance standards which represent the conditions that must be met before parking requirements for new development can be reduced. In establishing performance standards, consider metrics such as vehicle trips, transit frequency, transit capacity and bicycle parking. Work with stakeholders in each commercial center Program T5.1.3 and employment district to monitor conditions and determine the appropriate timing for revisions to parking requirements. Study the feasibility of unbundled parking for office, Program T5.1.4 commercial, and multi-family residential developments (including senior housing developments) that are well-served by transit and demonstrated walking and biking connections, including senior housing developments. Policy T-5.2 Continue to implement a comprehensive program of parking supply and demand management strategies citywide to optimize the use of existing parking spaces. Use technology to help identify parking availability Program T5.2.1 and make it easy to pay any parking fees. Program T5.2.2 In the Downtown, work with the TMA to , implement pilot projects to that test the effectiveness of strategies for such as employees, such as transportation programs, including reduced cost transit passes and ridesharing programs. Review pilot project results and consider expanding to other areas of the city, such as California Avenue. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-46 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 [Almost identical to Program T-1.2.3, above, which addresses evaluating and expanding TMA pilot programs.] Consider applying a Study and implement pricing Program T5.2.2 strategiesy to address for public parking in commercial districts, taking into consideration both employee parking demand and the needs of retailers and customers. Use pricing to encourage short term parking on street, long term parking in parking garages, and the use of alternative modes of transportation. shortages citywide that is flexible in response to demand and supply. Conduct a feasibility study that considers the potential impact of a pricing strategy for retail and commercial areas, and potential benefits for TDM. Implement Council-adopted recommendations Program T5.2.3 from the parking management study for the Downtown area, which included address the feasibility of removing color-coded parking zones, and dynamic pricing and management policies to prioritize short-term parking spaces closest to the commercial core for customers, garage parking for employees, and neighborhood parking for residents. Policy T-5.3 Work with merchants to when designatinge dedicated employee (long term) parking areas in public parking lots and garages. Policy T-5.4 Encourage shared parking where complementary demand timing is demonstrated in order to optimize parking spaces in commercial centers and employment districts. Explore incentives to encourage privately initiated Program T5.4.1 shared parking among individual property owners when developments have excess parking that can be available for other businesses to use. Policy T-5.5 Minimize the need for employees to park in and adjacent to commercial centers, employment districts and schools. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-47 PARKING INFRASTRUCTURE AND DESIGN Policy T-5.6 Strongly encourage the use of below-grade or structured parking instead of surface parking for new developments of all types while minimizing negative impacts including groundwater and landscaping where feasible. Policy T-5.7 Require new or redesigned parking lots to optimize pedestrian and bicycle safety. [L165] [Moved from Land Use Element May 1 Council Draft.] Policy T-5.8 Promote vehicle parking areas designed to reduce stormwater runoff, increase compatibility with street trees and add visual interest to streets and other public locations. Encourage the use of photovoltaic panel or tree canopies in parking lots or on top of parking structures to provide cover, consistent with the Urban Forest Master Plan. Study the feasibility of retrofitting City-owned Program T5.8.1 surface parking lots to implement best management practices for stormwater management and urban heat island mitigation, including green infrastructure, permeable pavement and reflective surfaces. Identify incentives to encourage the retrofit of Program T5.8.2 privately owned surface parking areas to incorporate best management practices for stormwater management and urban heat island mitigation as well as incentives for the provision of publicly accessible bicycle parking in privately owned lots. Update City requirements regarding trees and other Program T5.8.3 landscaping that capture and filter stormwater within surface parking lots to take advantage of new technology. [L178] [Moved from Land Use Element May 1 Council Draft.] Policy T-5.9 Promote safety for pedestrians in City-owned parking lots by adopting standards for landscaping, signage, walkways and lighting that reduce crime and ensure a safe and orderly flow of traffic. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-48 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Policy T-5.10 Encourage the use of adaptive design strategies in new parking facilities in order to facilitate reuse in the future if and when conditions warrant. RESIDENTIAL PARKING Policy T-5.11 Protect residential areas from parking impacts of nearby businesses. In residential neighborhoods, work with neighborhood associations to prioritize residential street parking and minimize spill over parking from commercial centers and employment districts. Coordinate with neighborhood groups to evaluate Program T5.11.1 the need for a residential parking permit program in areas outside Downtown Palo Alto and College Terrace without existing programs. BICYCLE PARKING Policy T-5.12 To promote bicycle use, increase the number of safe, attractive and well-designed bicycle parking spaces available in the city, including spots for bicycle trailers, prioritizing heavily travelled areas such as commercial and retail centers, employment districts, recreational/cultural facilities, multi-modal transit facilities and ride share stops for bicycle parking infrastructure. Work with private sector partners, including Program T5.12.1 employers, merchants, schools, and community service providers, to identify ways to incentivize the provisionprovide more of bicycle parking, including e-bike parking with charging stations, near existing shops, services and places of employment. Consider installing Install secure electronic bike Program T5.12.2 lockers such as the BikeLink system, at high theft locations, including transit stations and parking garages. Assess the need to provide additional bicycle Program T5.12.3 parking in City-owned parking lots and rights-of- way. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-49 ROAD SAFETY GOAL T-6 Provide a safe environment for motorists, pedestrians, and bicyclists on Palo Alto streets. Policy T-6.1 Continue to make safety the first priority of citywide transportation planning. Prioritize pedestrian, bicycle, and automobile safety over motor vehicle level-of-service at intersections and motor vehicle parking. Follow the principles of the safe routes to schools Program T6.1.1 program to implement traffic safety measures that focus on Safe Routes to work, shopping, downtown, community services, parks, and schools. Develop, distribute and aggressively promote maps Program T6.1.2 and apps showing of safe routes to work, shopping, community services, parks and schools within Palo Alto in collaboration with stakeholders, including PAUSD, major employers, TMAs, local businesses and community organizations. Address pedestrian safety along Alma Street Program T6.1.3 between University Avenue Embarcadero Road and Lytton Street. Address pedestrian safety on shared-use paths Program T6.1.4 through the use of signs, pavement markings, and outreach to users, encouraging them to be safe and courteous. bicycle and pedestrian trails. Policy T-6.2 Pursue the goal of zero severe injuries and roadway fatalities oin Palo Alto city streets within 10 years. Regularly collect severity and location data on Program T6.2.1 roadway collisions for all modes of travel, including fatalities and severe injuries, and use this data to make roadway design decisions. In collaboration with Santa Clara County, develop an up-to-date, public database for this information. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-50 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Policy T-6.3 Continue to work with Caltrain to increase safety at train crossings, including improving gate technology, and signal coordination. Policy T-6.4 Continue the Safe Routes to School partnership with PAUSD and the Palo Alto Council of PTAs. Periodically update Consider the Adopted School Program T6.4.1 Commute Corridors Network and adopted “Walk and Roll” maps when reviewing development applications and to include updated school commute routes. Ensure these routes are prioritized for safety improvements and considered in making land use and transportation planning decisions. Incorporate these requirements into City code when feasible. Establish standards and procedures for maintaining Program T6.4.2 safe bicycling routes, including signage for warnings and detours during construction projects. In collaboration with PAUSD, pProvide adult Program T6.4.3 crossing guards at school crossings that meet adopted criteriaestablished warrants. Policy T-6.5 Support PAUSD adoption of standard Safe Routes to School policies and regulations that address the five E’s of education, encouragement, enforcement, engineering, and evaluation. Policy T-6.6 Use engineering, enforcement, and educational tools to improve traffic safety on City roadways. Periodically evaluate safety on roadways and at Program T6.6.1 intersections and enhance conditions through the use of signal technology and physical changes. Consider the construction of traffic circles for improved intersection safety. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-51 Continue to provide educational programs for Program T6.6.2 children and adults, in partnership with community- based educational organizations, to promote the safe use of bicycles, including the City-sponsored bicycle education programs in the public schools and the bicycle traffic school program for juveniles. Work with PAUSD and employers to promote Program T6.6.3 roadway safety for all users, including motorized alternatives to cars and bikes such as mopeds and e-bikes, through educational programs for children and adults. Complete a mobility and safety study for downtown Program T6.6.4 Palo Alto, looking at ways to improve circulation and safety for all modes. Identify and construct implement safety Program T6.6.5 improvements for pedestrian underpasses, including on Embarcadero Road. Improve pedestrian crossings by creating protected Program T6.6.6 areas and better pedestrian and traffic visibility. Use a toolbox including bulb outs, small curb radii, high visibility crosswalks, and landscaping. Program T6.6.7 Establish standards and procedures with Utilities and Public Works to maintain safe bicycling routes and adequately and safely sign warnings and detours during construction projects. [Duplicate of Program T6.4.2, above.] Establish a program to educate residents to keep Program T6.6.7 sidewalks clear of parked cars, especially on narrow local streets in neighborhoods with rolled curbs. Survey for compliance annually. Policy T-6.7 Use appropriate technology to monitor and improve circulation safety throughout the City. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-52 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Evaluate the performance of safety improvements Program T6.7.1 and identify methods to encourage alternative transportation modes. Policy T-6.8 Vigorously and consistently enforce speed limits and other traffic laws, including for both motor vehicle and bicycle traffic. TRANSIT- – DEPENDENT COMMUNITY GOAL T-7 Provide mobility options that allow people who are transit dependent to reach their destinations. Policy T-7.1 Support mobility options for all groups in Palo Alto who require transit for their transportation. Expand transportation opportunities for transit-Program T7.1.1 dependent riders by supporting a variety of methods, such as by funding discounts for taxi fares, rideshare services, and transit, by coordinating transit systems to be shared by multiple senior housing developments, and by maintaining supporting a volunteer program to expand the supply of drivers, creating a database of volunteer drivers, and other transit options. Coordinate with social service agencies and transit Program T7.1.2 agencies to fill gaps in existing transportation routes and services accessible to transit-dependent riders no matter their means and design new bus routes that enable them to access those services. Pursue expanded evening and night time bus Program T7.1.3 service to enhance mobility for all users during off- peak times. Policy T-7.2 Utilize the principles of Universal Design, and local and State design standards, to guide the planning and implementation of transportation and parking improvement projects to ensure the needs of community members with limited mobility, including some seniors and people with disabilities, are addressed. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-53 Policy T-7.3 Continue to partner with transit providers, including VTA, to support demand-responsive paratransit service for eligible participants in Palo Alto and maintain existing paratransit services, particularly where bus service is discontinued. Emphasize service quality and timeliness when contracting for paratransit services. Policy T-7.4 Collaborate with transit and shuttle providers including VTA, AC Transit, SamTrans, Stanford Marguerite Shuttle, Palo Alto Free Shuttle, Dumbarton Express Bus Service and Caltrain in the provision of service that is accessible to seniors and people with disabilities. Policy T-7.5 Support transit providers in implementing or continuing reduced fare or no fare voucher systems for selected populations, including seniors and people with disabilities. Policy T-7.6 Encourage transit service providers to provide subsidized transit passes for low income riders and other transit-dependent communities. REGIONAL COLLABORATION AND COORDINATION GOAL T-8 Influence the shape and implementation of regional transportation policies and technologies to reduce traffic congestion and greenhouse gas emissions. Policy T-8.1 Engage in regional transportation planning and advocate for specific transit improvements and investments, such as Caltrain service enhancements and grade separations, Dumbarton Express service, enhanced bus service on El Camino Real with queue jumping and curbside platforms, HOV/HOT lanes, and additional VTA bus service. Policy T-8.2 Participate in regional planning initiatives for the rail corridor and provide a strong guiding voice. Policy T-8.3 Collaborate effectively with and engage in regional partnerships and solutions with a range of stakeholders, including regional agencies, neighboring jurisdictions and major employers, on issues of regional importance such as traffic congestion, reduced reliance on single- occupant vehicles, and sustainable transportation. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-54 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 Continue to participate in regional efforts to Program T8.3.1 develop technological solutions that make alternatives to the automobile more convenient and thereby contribute to reducing congestion. Policy T-8.4 Coordinate with local, regional agencies, and Caltrans to support regional efforts to maintain and improve transportation infrastructure in Palo Alto, including the Multi-Modal Transit Center. Policy T-8.5 Support the efforts of the Metropolitan Transportation Commission (MTC) to coordinate transportation planning and services for the Mid- Peninsula and the Bay Area that emphasize alternatives to the automobile. Encourage MTC to base its Regional Transportation Plan (RTP) on compact land use development assumptions. Policy T-8.6 Support Advocate for efforts by Caltrans and the Valley Transportation Authority to reduce congestion and improve traffic flow on area existing freeway facilities consistent with Statewide GHG emissions reduction initiatives. Support Advocate for provision of a new Program T8.6.1 southbound entrance ramp to Highway 101 from San Antonio Road, in conjunction with the closure of the southbound Charleston Road on-ramp at the Rengstorff Avenue interchange in Mountain View. Encourage Advocate for VTA to improved Program T8.6.2 connectivity to transit to serve workers who live in the South Bay and work in Palo Alto. Policy T-8.7 Support the application of emerging freeway information, monitoring, and control systems that provide non-intrusive driver assistance and reduce congestion. Policy T-8.8 Where appropriate, support the conversion of existing traffic lanes to exclusive bus and high-occupancy vehicle (HOV) lanes or Express/HOT lanes on freeways and expressways, including the Dumbarton Bridge, and the continuation of an HOV lane from Redwood City to San Francisco. Policy T-8.9 Support State and federal legislation to reduce motor vehicle emissions, noise, and fuel consumption. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 T-55 Policy T-8.10 Support plans for intra-county and transbay transit systems that link Palo Alto to the rest of Santa Clara County and adjoining counties. Ensure that these systems and enhancements do not adversely impact the bay. Work with regional transportation providers, Program T8.10.1 including BART and Caltrain, to improve connections between Palo Alto and the San Francisco International Airport and Norman Y. Mineta San Jose International Airport. Policy T-8.11 Support regional plans to complete development of the Bay Trail and Bay-to-Ridge Trail. Policy T-8.12 Support the development of the Santa Clara County Countywide Bicycle System, and other regional bicycle plans. Identify and improve bicycle connections to/from Program T8.12.1 neighboring communities in Santa Clara and San Mateo counties to support local trips that cross city boundaries. Also advocate for reducing barriers to bicycling and walking at freeway interchanges, expressway intersections, and railroad grad crossings. PALO ALTO COMPREHENSIVE PLAN TRANSPORTATION ELEMENT T-56 REVISED COUNCIL DRAFT – JULY 19, 2016ANUARY 3MAY 1, 2017 LAND USE AND COMMUNITY DESIGN LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-1 3 This revised Council draft element reflects revisions in response to Council direction received on January 30, 2017, including revisions to improve the organization of the Element and eliminate redundancies. INTRODUCTION The Land Use and Community Design Element sets the foundation for future preservation, growth, and change in Palo Alto and serves as the blueprint for the development of public and private property in the city. It includes policies and programs intended to balance natural resources with future community needs in a way that makes optimal use of available land, to create attractive buildings and public spaces that reinforce Palo Alto’s sense of place and community, to preserve and enhance quality of life and services in Palo Alto neighborhoods and districts, and to maintain Palo Alto's role in the success of the surrounding region. This Element meets the State-mandated requirements for a Land Use Element. It defines categories for the location and type of public and privates uses of land under the City's jurisdiction; it recommends standards for population density and building intensity on land covered by the Comprehensive Plan; and it includes a Land Use Map (Map L-6) and Goals, Policies, and Programs to guide land use distribution in the city. By satisfying these requirements, the Land Use and Community Design Element lays out the basic guidelines and standards upon which all of the other Comprehensive Plan elements rely and build. Other elements of the Plan correspond with the land use categories and policy direction contained in this Element, while providing more specialized guidance focused on particular topics, such as transportation or conservation. VISION: Palo Alto’s land use decisions shall balance our future growth needs with the preservation of our neighborhoods, address climate protection priorities through sustainable development near neighborhood services, and enhance the quality of life of all neighborhoods. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-2 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 CONNECTIONS TO OTHER ELEMENTS The Land Use and Community Design Element is replete with direct connections to all of the other elements of the Comprehensive Plan. Its guidance for land uses is strongly linked to the Housing Element’s prescriptions for residential development, even though the Housing Element is cyclically updated on a separate State- mandated timetable. The inextricable tie between land use and transportation is clearly apparent both in this Element and the Transportation Element, as the co- location of land uses significantly affects the ability of transit, walking, and biking to replace vehicle travel, in addition to capitalizing on the presence of rail service in Palo Alto. The success of programs in the Natural and Urban Environment and Safety Element is largely dependent on land uses decisions that protect the environment as well as people and property. The Land Use Element dovetails with both the quality of life initiatives in the Community Services and Facilities Element, and the prosperity objectives of the Business and Economics Element. PLANNING CONTEXT NATURAL ENVIRONMENT With a backdrop sweeping from forested hills to the Bay, Palo Alto is framed by natural beauty. Views of the foothills contribute a sense of enclosure and a reminder of the close proximity of open space and nature. Views of the baylands provide a strong connection to the marine environment and the East Bay hills. Together with the city’s marshland, salt ponds, sloughs, creeks, and riparian corridors, these natural resources, clearly visible in the aerial photograph in Map L-1, are a major defining feature of Palo Alto’s character. Preserving the city’s attractive and valuable natural features is important for a number of reasons. Ecologically, these areas provide key habitat for wildlife, create a buffer from developed areas, and act as a natural filtration system for storm water runoff. For the community, they represent an important facet of the look and feel of Palo Alto, contributing to a sense of place both through direct public access to natural areas and the views that establish Palo Alto’s local scenic routes. Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Sunnyvale Atherton Redwood City OregonExpressway Embar cader o R oad ElCa mino Real PageMillRoad UniversityAvenue Lo u i s R o a d ChanningAvenue Stanford Lands AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet §¨¦280 Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community MA P L- 1 P A L O A L T O A E R I A L V I E W P A L O A L T O C O M P R E H E N S I V E P L A N L A N D U S E 0 1 2 Miles Source: City of Palo Alto, 2013; ESRI, 2016; PlaceWorks, 2016. Railroads City Boundary Sphere of Influence PALO ALTO PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-4 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 REGIONAL PLANNING Palo Alto cooperates with numerous regional partners on a range of issues of common interest. Regional planning partners include the California Department of Transportation (Caltrans) and other State agencies, Metropolitan Transportation Commission and Association of Bay Area Governments, Santa Clara Valley Transportation Authority, San Mateo County Transit District, Santa Clara County, San Mateo County, and neighboring cities. The City of Palo Alto works together with the cities of East Palo Alto and Menlo Park on a variety of shared programs relating to economic development, social services, education, public safety, and housing. Palo Alto also works with Mountain View, Los Altos, and Los Altos Hills on joint ventures such as fire protection and water quality control. In addition, Palo Alto elected officials and staff participate in numerous countywide and regional planning efforts, including via both advisory and decision-making boards and commissions. Palo Alto also maintains a strong relationship with Stanford University. Although the campus lies outside of the city limits, as shown in Map L-2, important Stanford- owned lands are within Palo Alto, including Stanford Shopping Center, Stanford Research Park, and the Stanford University Medical Center. The City, Santa Clara County, and Stanford maintain an inter-jurisdictional agreement regarding development on unincorporated Stanford lands and collaborate on selected land use and transportation projects. CITY EVOLUTION EARLY HISTORY There is evidence in the archaeological record of people living along San Francisquito Creek as far back as 4000 BC, and the first widely recognized inhabitants are the Costanoan people starting in about 1500 BC. The Costanoan are Ohlone- speaking Native Americans who lived near the water from San Francisco Bay to Carmel. Costanoan and earlier artifacts have been identified in the city, particularly along the banks of San Francisquito Creek. Preservation of these resources is a high priority for the City and essential to defining the character of the community. Foot h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Sunnyvale Atherton Redwood City OregonExpressway Emba rc a dero Road ElCaminoReal PageMillRoad UniversityAvenue Lou i s R o a d ChanningAvenue Stanford Lands AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet §¨¦280 MA P L - 2 S P H E R E O F I N F L U E N C E , U R B A N S E R V I C E A R E A , A N D S T A N F O R D U N I V E R S I T Y L A N D S P A L O A L T O C O M P R E H E N S I V E P L A N L A N D U S E 0 1 2 Miles Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; Stanford University, 2000; PlaceWorks, 2014. City Limit Sphere of Influence Stanford Academic Growth Boundary Railroads ^_Potential Future School Site Stanford University Land Use Designations Academic Campus Campus Residential - Low Density Campus Residential - Moderate Density Open Space and Field Research Campus Open Space Special Conservation Lake/Reservoir Urban Service Boundary !Caltrain Stations ^_ PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-6 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 CITY DEVELOPMENT From its earliest days, Palo Alto has been a world-class center of knowledge and innovation. The city incorporated in 1894 on land purchased with the specific intent of serving the newly established Stanford University. Originally centered on University Avenue, Palo Alto grew south and east, incorporating the older town of Mayfield and its California Avenue district in 1925. By the 1970s, the city had almost doubled in size, stretching into the foothills and south to Mountain View, with commercial centers along Middlefield Road in Midtown and El Camino Real through formerly unincorporated Barron Park, and research and development areas at the city’s outskirts. Today, Palo Alto covers almost 26 square miles (16,627 acres) of land, about a third of which is open space, including 34 city-owned parks and 1,700 acres of protected baylands. Ensuring that activities in and around the baylands, including airport operations, occur with minimal environmental impacts is of major importance to the City and region. COMPACT DEVELOPMENT Palo Alto was an early adopter of compact development principles, as embodied in the Urban Service Area designated to manage growth in the current Comprehensive Plan. Through this strategy, the City has endeavored to direct new development into appropriate locations—such as along transit corridors and near employment centers— while protecting and preserving neighborhoods as well as the open space lands that comprise about half of the city. SUSTAINABILITY AND RESILIENCE Palo Alto is regarded as a leader in sustainability, having adopted its first Climate Action Plan in 2007 and continuing through the City’s multi-faceted efforts to eliminate the community’s dependence on fossil fuels and adapt to the potential effects of climate change. Through the direct provision of public utility services by the City to the community, Palo Alto is able to achieve truly outstanding energy efficiency and water conservation. The City and community also are leaders in promoting non- automobile transportation, waste reduction and diversion, and high-quality, low- impact development. In addition to efficiency and conservation, the City sees an adequate housing supply as a fundamental component of a sustainable and equitable community. As of the PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-7 adoption of this Comprehensive Plan, renting or owning a home in Palo Alto is prohibitively expensive for many. The housing affordability crisis in Palo Alto, and in the Bay Area more broadly, has a number of negative consequences, including diminished socioeconomic diversity and increased traffic congestion as local workers commute from distant places where housing is cheaper. In response, this Element lays out a multi-faceted strategy to both preserve existing housing and create new housing in a variety of types and sizes. Most new housing is anticipated to be multi- family housing on redeveloped infill sites near housing. These policies and programs work hand-in-hand with Housing Element programs and focus change along transit corridors, while preserving the character of established single-family neighborhoods. Together, all of these efforts make Palo Alto a more resilient community, able to adjust behaviors and actions in an effort to protect and preserve environmental resources. CITY STRUCTURE COMPONENTS The city is composed of unique neighborhoods and distinct but connected commercial centers and employment districts. Understanding how these different components of the city structure support one another and connect to the region can help inform land use planning. By reflecting the existing structure in its policies, Palo Alto will ensure that it remains a community that encourages social contact and public life and also maintains quality urban design. RESIDENTIAL NEIGHBORHOODS Palo Alto’s 35 neighborhoods are characterized by housing, parks, and public facilities. Their boundaries are based on land use and street patterns and community perceptions. Most of the residential neighborhoods have land use classifications of single-family residential with some also including multiple-family residential, and transitions in scale and use often signify neighborhood boundaries. Each neighborhood is a living reminder of the unique blend of architectural styles, building materials, scale, and street patterns that were typical at the time of its development. These characteristics are more intact in some neighborhoods than in others. The City strives to complement neighborhood character when installing streets or public space improvements and to preserve neighborhoods through PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-8 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 thoughtful development review to ensure that new construction, additions, and remodels reflect neighborhood character. Neighborhoods built prior to the mid-1940s generally have a traditional pattern of development with relatively narrow streets, curbside parking, vertical curbs, and street trees between the curb and sidewalk. Many homes are oriented to the street with parking often located to the rear of the lot. Many later neighborhoods were shaped by Modernist design ideas popularized by builder Joseph Eichler. The houses are intentionally designed with austere facades and oriented towards private backyards and interior courtyards, where expansive glass walls “bring the outside in.” Curving streets and cul-de-sacs further the sense of house as private enclave, and flattened curbs joined to the sidewalk with no planting strip create an uninterrupted plane on which to display the house. Some neighborhoods built during this period contain other home styles such as California ranch. Both traditional and modern Palo Alto neighborhoods have fine examples of multi- unit housing that are very compatible with surrounding single-family homes, primarily because of their high-quality design characteristics, such as entrances and gardens that face the street rather than the interior of the development. Examples include duplexes and small apartment buildings near Downtown, as well as second units and cottage courts in other areas of the city. COMMERCIAL CENTERS Centers are commercial and mixed use areas that serve as focal points of community life. These commercial centers are distributed throughout the city, within walking or bicycling distance of virtually all Palo Alto residents, as shown in Map L-3. There are three basic types of Centers in Palo Alto:  Regional Centers include University Avenue/Downtown and Stanford Shopping Center. These areas are commercial activity hubs of citywide and regional significance, with a mix of shopping, offices, and some housing. Downtown is characterized by two- and three-story buildings with ground floor shops. Downtown Palo Alto is widely recognized for its mix of culture, architecture, and atmosphere of innovation, which make it a uniquely special place. Trees, benches, outdoor seating areas, sidewalks, plazas, and other Fo o t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos £¤101 §¨¦280 OregonExpresswayEmbarcaderoRoad AlmaStree tElCaminoReal Page MillRoad UniversityAvenue Lo u i s R o a d Channing Avenue Stanford Lands Ø Ø Ø Ø Ø Ø Ø Ø 3 1 1 3 2 1 2 2 2 1 2 3 4 1 Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; PlaceWorks, 2014. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T 0 0.5 1 Miles MA P L - 3 C I T Y S T R U C T U R E !Caltrain Stations Sphere of Influence City Boundary Railroads Park/Open Space Regional Centers 1. University Avenue/Downtown 2. Stanford Shopping Center Commercial Districts 1. South of Forest Area (SOFA) 2. California Avenue 3. Alma Village 1. Stanford Research Park 2. Stanford Medical Center 3. East Bayshore 4. San Antonio Road/Bayshore Corridor "Ø Mixed Use Areas Employment Centersl ³³lo× Employment Districts 1. California Avenue 2. Town & Country Village 3. South El Camino Real Multi-Neighborhood Centers"Ø 1. Charleston Center 2. Edgewood Plaza 3. Midtown Neighborhood Centers"Ø PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-10 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-11 amenities make the streets pedestrian-friendly. Transit is highly accessible and frequent. Downtown plays a key role in concentrating housing, employment, shopping, and entertainment near each other and regional rail and other transit, exemplifying and supporting citywide sustainability and resiliency. However, a recent cycle of economic growth has brought increased pressure for additional office space in Downtown Palo Alto. In recent years, the demand has become so strong that other important uses that contribute to Downtown’s vitality, such as storefront retail, are at risk of being pushed out. This Element includes policies and programs to preserve ground floor-retail uses Downtown and sustain its role as a gathering place. Programs are also included to convert some unused development potential from commercial to residential potential in the future. Stanford Shopping Center has evolved from its original auto-oriented design into a premier open-air pedestrian environment known for extensive landscaped areas surrounded by retail and dining.  Multi-Neighborhood Centers, including California Avenue, Town and Country Village, and South El Camino Real, are retail districts that serve more than one neighborhood with a diverse mix of uses including retail, office, and residential. They feature one- to three--story buildings with storefront windows and outdoor seating areas that create a pedestrian-friendly atmosphere. These centers also contain retail uses clustered around plazas and parks that provide public gathering spaces. They can be linked to other city Centers via transit.  Neighborhood Centers, such as Charleston Shopping Center, Edgewood Plaza and Midtown Shopping Center, are small retail areas drawing customers from the immediately surrounding area. These centers are often anchored by a grocery or drug store and may include a variety of smaller retail shops and offices oriented toward the everyday needs of local residents. Adjacent streets provide walking, biking, and transit connections. EMPLOYMENT DISTRICTS Palo Alto’s employment districts, such as Stanford Research Park, Stanford Medical Center, East Bayshore, and San Antonio Road/Bayshore Corridor, represent a development type not found in other parts of the city. These Districts are characterized by large one- to four-story buildings, with some taller buildings, PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-12 LAND USE REVISED COUNCIL DRAFT – NOVEMBER 28, 2016MAY 1, 2017 separated by parking lots and landscaped areas. The Districts are accessed primarily by automobile or employer-supported transit, though future changes in land use and tenancy could support a shift toward transit, pedestrian, and bicycle travel. GROWTH MANAGEMENT The pace of non-residential growth and development in Palo Alto has been moderated by a citywide cap on non-residential development first adopted by the City Council in 1989. Based on the demonstrated and continuous strength of the city’s economy, and recent changes in the approach to growth management throughout California, this Plan presents an updated cumulative growth management and monitoring system. This system moderates the overall amount of new office/R&D development and monitors its impacts on Palo Alto’s livability. An implementation program addresses the pace of new office/R&D development by updating an existing ordinance establishing an annual limit on the amount allowed. This updated approach uses 2015 as the baseline from which to monitor new development and establishes a cumulative, citywide cap on office/R&D uses, including conversions of existing square footage to office/R&D space. It also establishes clear guidance to address what the City should do as the cap is approached. URBAN DESIGN The look and feel of Palo Alto is shaped by urban design, which encompasses the wide variety of features that together form the visual character of the city. These elements range from aesthetic to functional and include the design of buildings, the historic character of structures and places, public spaces where people gather, gateways or entrances to the city, street trees lining neighborhoods, art decorating public spaces, as well as parking lots and essential infrastructure. Key community design features are illustrated on Map L-4. BUILDINGS Palo Alto has many buildings of outstanding architectural merit representing a variety of styles and periods. The best examples of these buildings are constructed with quality materials, show evidence of craftsmanship, fit with their surroundings, and help make neighborhoods comfortable and appealing. To help achieve quality Foo t h i l l E x p r e s s w a y Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Mi d d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 Atherton Redwood City OregonExpresswayEmbarcaderoRoad AlmaStreetElCaminoReal Page MillRoad UniversityAvenue Lou i s R o a d Channing Avenue Stanford Lands§¨¦280 Source: City of Palo Alto, 2013; USGS, 2010; NHD 2013; ESRI, 2010; Tiger Lines, 2010; PlaceWorks, 2014. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T 0 1 2 Miles MA P L - 4 C O M M U N I T Y D E S I G N F E A T U R E S Major View Corridors k Primary Gateways ! !Scenic Routes in Palo Alto !Caltrain Stations Railroads Park/Open Space City Boundary Sphere of Influence PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-14 LAND USE REVISED COUNCIL DRAFT –NOVEMBER 28 MAY 1, 20176 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-15 design, the Architectural Review Board reviews buildings and site design for commercial and multi-family residential projects. Palo Alto’s commercial and residential buildings have received regional and national design recognition. Design issues in residential neighborhoods include sympathetic restoration and renovation of homes, protection of privacy if second stories are added, and efforts to make streets more inviting to pedestrians. HISTORIC RESOURCES Palo Alto has a rich stock of historic structures and places that are important to the city’s heritage and preserving and reusing these historic resources contributes to the livability of Palo Alto. The City’s Historic Inventory lists approximately 400 buildings of historical merit, with more than a dozen buildings on the National Register of Historic Places, as well as two historic districts: Ramona Street and Professorville. Map L-5 illustrates historic resources in Palo Alto. Historic sites include the El Palo Alto redwood, believed to be the site of a 1776 encampment of the Portola Expedition and one of 19 California Points of Historical Interest in the city. The garage at 367 Addison that was the birthplace of Hewlett- Packard is one of seven sites or structures listed on the California Register of Historic Landmarks. The length of El Camino Real from San Francisco to San Diego, including the section that passes through Palo Alto, is a State Historic Landmark. Many historic buildings in the city have been rehabilitated and adaptively reused as office or commercial spaces, including former single-family homes in and near downtown. PUBLIC SPACES, STREETS, AND PARKING Throughout Palo Alto are a variety of public spaces from parks and schools to plazas and sidewalks, to cultural, religious, and civic facilities. Each of these can increasingly serve as centers for public life with gathering places, bicycle and pedestrian access, safety-enhancing night-time lighting and clear visual access, and, in some cases, small-scale retail uses such as cafes. Well-designed streets also invite public use and enhance quality of life. Palo Alto’s reputation as a gracious residential community is due not only to its fine street trees and attractive planting areas, but also to appropriate street width for neighborhood character, accommodation of pedestrians and bicycles, height and setbacks of buildings, and color and texture of paving materials. These components help to ensure that streets are pleasant and safe for all travelers. !!!!!!! !!! ! !! ! !!!!!!!!! ! ! ! !!!! ! ! !!! ! ! ! ! ! !! ! ! ! ! ! ! ! !!! ! ! ! !!!!!!!!! ! ! ! ! ! !!!! !!! ! !!! ! ! !!!!!! !!!!!! !! !!!!!! ! !!!!! ! ! ! !!! !!!!! ! ! !! ! ! ! !! ! !!! ! ! ! ! !! !!! ! ! !!!!!!!!!!!! ! !! !! !!! ! ! ! ! !!!!!!!!! ! ! ! ! ! ! ! ! ! !! !! ! !! !!!! ! ! ! ! !! !!!! !! ! ! ! ! !!! ! !! ! !!!!!!!! ! !!!!!! !! !! !!!! ! !!! !!! ! !! !! !!!! !!! ! ! !!!! !!!! ! ! !!! !!! !!! !!!!! !!!!! ! ! !!!!!! !! ! !! !!!!! ! ! ! !! ! ! ! ! ! ! !!! !! !!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !! !!! !!! ! ! ! ! ! !!!! !!!!! !!!!! !! ! !!! ! !! ! ! ! !! !!! ! ! !!!!!! ! !! ! !!!! ! ! ! !!! ! ! ! ! ! Foot h i l l E x p r e s s w a y Mountain View Stanford University Los Altos Hills Menlo Park Mid d l e f i e l d R o a d Los Altos £¤101 §¨¦280 ·|}þ85 ·|}þ237 Sunnyvale Atherton OregonExpressway Embarcadero Road ElCaminoReal PageMillRoad UniversityAvenue Loui s R o a d ChanningAvenue Stanford Lands MiddlefieldRoad AlmaStreet Hawthorne Avenue ChanningAvenue EmersonStreet LouisRoad Professorville Historic District Green Gables Historic District Greenmeadow Historic District Ramona Street Architectural District §¨¦280 M A P L - 5 !!!!!!! !!! ! !! ! !!!!!!!!! ! ! ! !!!! ! ! !!! ! ! ! ! !! ! ! ! ! ! ! ! !!! ! ! ! !!!!!!!!! ! ! ! ! ! !!!! ! !! ! !!! ! ! !!!!!! !!!! !! !! !!!!!! !!!!!! ! ! ! ! !!!!!!! ! ! !! !! ! !! ! !!! ! ! ! ! !! !!!! ! !!!!!!!!!!!! ! ! ! !! !!! ! ! ! ! !!!!!!!!! ! ! ! ! ! ! ! ! ! !! !! ! !! !!!! ! ! ! ! !! !!!! !! ! ! ! ! !!! ! !! ! ! !!! !!!! ! !!!!!! !! !! !!! ! ! !!! !!! ! !! !! !!!! !!! ! ! !!!! !!! ! ! ! !!! !!! !!! !! ! !! !!!!! ! ! !!!!!! !! ! !! !!!!! ! ! ! !! ! ! ! ! ! ! !!! !! !!! ! ! ! ! ! ! ! ! ! !! !!! !!! ! ! ! ! ! !!!! !!!! !!!!!! !! ! !!! ! !! ! ! ! !! !!! ! !!!!!!! ! !! ! !!!! ! ! ! !!! ! ! ! H I S T O R I C R E S O U R C E S Source: PlaceWorks, 2016; The City of Palo Alto, 2013. 0 1 2 Miles *Cultural and historic resources include Historic Structures on the City of Palo Alto Historic Inventory (categories I, II, III, or IV), and/or Buildings on the National Register of Historic Places, and/or California Registered Historic Landmarks, and/or Points of Historical Interest. This map is for illustrative purposes only and does not depict the full inventory of historic structures, landmarks, or other cultural resources in Palo Alto. For a more complete listing, please refer to the content of the Palo Alto Comprehensive Plan and the associated environmental review documents. P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T !Cultural or historic resource* Highways City Limit Professorville Historic District Ramona StreetArchitectural District PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 L-17 Parking lots occupy large amounts of surface area in the city. Well-designed parking lots make efficient use of space while contributing positively to the appearance of the surrounding area. A parking lot can provide an opportunity for open space and outdoor amenities rather than just a repository for cars. Many parking lots in Palo Alto include trees, landscaping and public art. GATEWAYS Community identity is strengthened when the entrances to the city are clear and memorable. In Palo Alto, these entrances or gateways include University Avenue, El Camino Real, Middlefield Road, Oregon Expressway/Page Mill Road, San Antonio Road and Embarcadero Road, and the Palo Alto Transit Center and California Avenue Caltrain station. Well-designed gateways are defined by natural and urban landmarks that complement the character and identity of the neighborhood. URBAN FOREST Palo Alto’s urban forest—including both public and privately owned trees—is a key part of the community’s history, identity, and quality of life. It offers enormous social, environmental, and financial benefits and is a fundamental part of Palo Alto’s sense of place. Regular spacing of trees that are similar in form and texture provides order and coherence and gives scale to the street. A canopy of branches and leaves provides shade for pedestrians and creates a sense of enclosure and comfort. On the city’s most memorable streets, trees of a single species extend historic character to the corners of blocks, reducing the apparent width of streets and intersections and defining the street as a continuous space. Protecting, maintaining, and enhancing the urban forest, as called for in the 2015 Urban Forest Master Plan, is among the most effective ways to preserve Palo Alto’s character. PUBLIC ART Public art helps create an inviting atmosphere for gathering, fosters economic development, and contributes to vital public spaces. Palo Alto’s public art program reflects the City’s tradition of enriching public spaces with works of art, ranging from the subtle inclusion of handcrafted artifacts into building architecture to more traditional displays of sculpture at civic locations. The Municipal Code requires both public and private projects to incorporate public art. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-18 LAND USEREVISED COUNCIL DRAFT –NOVEMBER 28MAY 1, 20176 UTILITIES AND INFRASTRUCTURE A city is supported by its infrastructure—features such as paving, signs, and utilities. These features represent substantial public investments and are meant to serve all community members. Infrastructure improvements must meet current needs and keep pace with growth and development. While the purpose of infrastructure is usually utilitarian or functional, attention to design details can add beauty or even improve urban design. For example, replacing a sidewalk can provide an opportunity to create larger tree wells and provide new street trees. State law (California Government Code Section 65302.10) requires the City to address potential regional inequity and infrastructure deficits within disadvantaged unincorporated communities (DUCs) in this Element. There are no DUCs within the Palo Alto SOI with public services or infrastructure needs or deficiencies. PALO ALTO AIRPORT Palo Alto Airport (PAO) is a general aviation airport owned and operated by the City of Palo Alto. PAO occupies 102 acres of land east of Highway 101 in the baylands and has one paved runway. The airport functions as a reliever to three Bay Area airports. PAO facilities include an air traffic control tower operated by the Federal Aviation Administration and a terminal building. Flight clubs and fixed base operators operate on-site, offering fuel sales, flight lessons, pilot training, and aircraft sales, rentals, maintenance, and repair. From 1967 to 2015, PAO was operated by Santa Clara County under a lease agreement. Operations and control have since been transferred to the City and key challenges ahead include addressing deterioration of runway conditions, addressing noise impacts and hours of operation, and the relationship between the Airport and the Baylands Master Plan. LAND USE MAP AND LAND USE DESIGNATIONS Map L-6 shows each land use designation within the city of Palo Alto. The land use designations translate the elements of city structure into a detailed map that presents the community’s vision for future land use development and conservation on public and private land in Palo Alto through the year 2030. Residential densities are expressed in terms of dwelling units per acre. Population densities per acre are not absolute limits. ! ! FOO T H I L L E X P Y FA B I A N W A Y SAND H I L L R D AL M A S T SEA L E A V E SAN A N T O N I O R D OREG O N E X P Y QU A R R Y R D LOMA V E R D E A V E ARA S T R A D E R O R D E CH A R L E S T O N R D EMBARCA D E R O W A Y PASTE U R D R CAL I F O R N I A A V E LI N C O L N A V E UNI V E R S I T Y A V E JU N I P E R O S E R R A B L V D PA G E M I L L R D §¨¦280 |ÿ82 £¤101 Mountain View East Palo Alto Stanford University Los Altos Hills Menlo Park S A N F R A N C I S C O B A Y Los Altos Arastradero Preserve Baylands Preserve Byxbee Park SOFA II CAP SOFA I CAP Baylands Master Plan East Charleston Road S A N F R A N C I S C O B A Y 0 0.25 0.5 0.75 10.125 Miles Source: ESRI, 2010; Tiger Lines, 2010; USGS, 2010; NHD, 2013; City of Palo Alto, 2013; PlaceWorks, 2015. Comprehensive Plan Land Use Designations Residential Single Family Res Multi-Family Res Multi-Family Res (w/Hotel Overlay) Mixed UseCommercial Hotel Commercial Service Commercial Neighborhood Commercial Regional/Community CommercialBusiness/Industrial Light Industrial Research/Office Park Other SOFA II CAP SOFA I CAP School District Land Major Institution/Special Facility Streamside Open Space Public Park Open Space/Controlled Development Public Conservation LandStanford University Land Use Designations Academic Campus Campus Residential - Low Density Campus Residential - Moderate Density Open Space/Field Research Campus Open Space Special Conservation Lake/Reservoir !Caltrain Stations Urban Service Area City Boundary Sphere of Influence Railroads P A L O A L T O G E N E R A L P L A N U P D A T E L A N D U S E E L E M E N T MA P L -6 C O M P R E H E N S I V E L A N D U S E D E S I G N A T I O N S PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-20 LAND USEREVISED COUNCIL DRAFT –NOVEMBER 28MAY 1, 20176 PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-21 Building intensities for non-residential uses are expressed in terms of floor area ratio (FAR), which is the ratio of gross building floor area (excluding areas designated for parking, etc.) to net lot area, both expressed in square feet. FAR does not regulate building placement or form, only the spatial relationship between building size and lot size; it represents an expectation of the overall intensity of future development. The maximums assigned to the land use designations below do not constitute entitlements, nor are property owners or developers guaranteed that an individual project, when tested against the General Plan’s policies, will be able or permitted to achieve these maximums. LAND USE DEFINITIONS OPEN SPACE Publicly Owned Conservation Land: Open lands whose primary purpose is the preservation and enhancement of the natural state of the land and its plants and animals. Only resource management, recreation, and educational activities compatible with resource conservation are allowed. Public Park: Open lands whose primary purpose is public access for active recreation and whose character is essentially urban. These areas, which may have been planted with non-indigenous landscaping, may provide access to nature within the urban environment and require a concerted effort to maintain recreational facilities and landscaping. Streamside Open Space: TheThis designation is intended to preserve and enhance corridors of riparian vegetation along a natural streams. Hiking, biking, and riding trails may be developed in the streamside open space. The corridor will generally vary in width up to 200 feet either side of the center line of the creek. However, along San Francisquito Creek between El Camino Real and the Sand Hill Road bridge over the creek, the open space corridor varies in width between approximately 80 and 310 feet from the center line of the creek. The aerial delineation of the open space in this segment of the corridor, as opposed to other segments of the corridor, is shown to approximate scale on the Proposed Land Use and Circulation Map. Open Space/Controlled Development: Land having all the characteristics of open space but upon which where some development may be allowed on private properties, consistent with the preservation of open space. Open space amenities PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-22 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 must be retained in these areas. Residential densities range from 0.1 to 1 dwelling unit per acre but may rise to a maximum of 2 units per acre where second units are allowed, and population densities range from 1 to 4 persons per acre. Other uses such as agricultural, recreational, and non-residential uses may be allowed consistent with the protection and preservation of the inherent open space characteristics of the land. RESIDENTIAL Single-Family Residential: Includes This designation applies to residential neighborhoods primarily characterized by detached single-family homes, typically with one dwelling unit on each lot. Private and public schools and churches are as well as conditional uses requiring permits such as churches and schoolsSpecific areas may be zoned to allow second. Accessory dwelling units or duplexes are allowed subject to certain size limitations and other development standards and duplexes may be allowed in select, limited areas where they would be compatible with neighborhood character and do not create traffic and parking problems. The net density in single family areas will range from 1 to 7 units per acre, but may rises to a maximum of 14 units in areas on parcels where second units or duplexes are allowed occur. Population densities will range from 1 to 30 persons per acre. Multiple-Family Residential: The permitted number of housing units will vary by area, depending on existing land use, proximity to major streets and public transit, distance to shopping, and environmental problems. Net densities will range from 8 to 40 units and 8 to 90 persons per acre. Density should be on the lower end of the scale next to single-family residential areas. Densities higher than what is permitted by zoning may be allowed where measurable community benefits will be derived, services and facilities are available, and the net effect will be compatible with the overall Comprehensive Plan. Village Residential: Allows residential dwellings that are designed to contribute to the harmony and pedestrian orientation of a street or neighborhood. Housing types include single-family houses on small lots, second units, cottage clusters, courtyard housing, duplexes, fourplexes, and small apartment buildings. Design standards will be prepared for each housing type to ensure that development successfully contributes to the street and neighborhood and minimizes potential negative impacts. Net densities will range up to 20 units per acre. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-23 Transit-Oriented Residential: Allows higher density residential dwellings in the University Avenue/Downtown and California Avenue commercial centers within a walkable distance, approximately 2,500 2,000 feet, of the City’s two multi-modal transit stations. The land use category is intended to generate residential densities that support substantial use of public transportation and especially the use of Caltrain. Design standards will be prepared to ensure that development successfully contributes to the street and minimizes potential negative impacts. Individual project performance standards requirements will be developed, including parking, to ensure that a significant portion of the residents will use alternative modes of transportation. Net density will range up to 50 units per acre, with minimum densities to be considered during development of new City zoning regulations. COMMERCIAL Neighborhood Commercial: Includes shopping centers with off-street parking or a cluster of street-front stores that serve the immediate neighborhood. Examples include Charleston Center, Edgewood Center, and Midtown. Typical uses include supermarkets, bakeries, drugstores, variety stores, barber shops, restaurants, self- service laundries, dry cleaners, and hardware stores. In some locations along El Camino Real and Alma Street, residential and mixed use projects may also locate in this category. Non-residential floor area ratios will range up to 0.4. Regional/Community Commercial: Larger shopping centers and districts that have a wider variety of goods and services than the neighborhood shopping areas. They rely on larger trade areas and include such uses as department stores, bookstores, furniture stores, toy stores, apparel shops, restaurants, theaters, and non-retail services such as offices and banks. Non-retail uses such as medical and dental offices may also locate in this designation. Examples include Stanford Shopping Center, Town and Country Village, and University Avenue/Downtown. In some locations, residential and mixed use projects may also locate in this category. Non-residential floor area ratios range from 0.35 to 2. Service Commercial: Facilities providing citywide and regional services and relying on customers arriving by car. These uses do not necessarily benefit from being in high volume pedestrian areas such as shopping centers or Downtown. Typical uses include auto services and dealerships, motels, lumberyards, appliance stores, and restaurants, including fast service types. In almost all cases, these uses require good automobile and service access so that customers can safely load and unload without impeding traffic. In some locations, residential and mixed use projects may be appropriate in this land use category. Examples of Service Commercial areas include PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-24 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 San Antonio Road, El Camino Real, and Embarcadero Road northeast of the Bayshore Freeway. Non-residential floor area ratios will range up to 0.4. Mixed Use: This category includes Live/Work, Retail/Office, Residential/Retail and Residen- tial/Office development. Its purpose is to increase the types of spaces available for living and working to encourage a mix of compatible uses in certain areas, and to encourage the upgrading of certain areas with buildings designed to provide a high qualityThe Mixed Use designation is intended to promote pedestrian- oriented street environment. Mixed Use may include permitted activities mixed places that layer compatible land uses, public amenities and utilities together at various scales and intensities. The designation allows for multiple functions within the same building or within separate buildings on adjacent to one another in the same site or on nearby sites. Live/Work refers to one or more individuals livinggeneral vicinity to foster a mix of uses that encourages people to live, work, play, and shop in the same building where they earn their livelihood, usually in professional or light industrial activities. Retail/Office, Resi- dential/Retail, and Residential/Office provide other variations to Mixed Use with Retailclose proximity. Most typically, mixed use developments have retail on the ground floor and residences above. This category includes Live/Work, Retail/Office, Residential on upper floors. Design standards will be developed to ensure that/Retail and Residential/Office development is compatible and contributes to the character of the street and neighborhood. Floor area ratios will range up to 1.15, although Residential/ Retail and Residential/Office development located along transit corridors or near multi-modal centers will range up to 2.0 FAR with up to 3.0 FAR possible in areas resis- tant to revitalization.where higher FAR would be an incentive to meet community goals such as providing affordable housing. The FAR above 1.15 will must be used for residential purposes. FAR between 0.15 and 1.15 may be used for residential purposes. As of the adoption of this Comprehensive Plan, the Mixed Use designation is currently only applied in the SOFA area. Commercial Hotel: This category allows facilities for use by temporary overnight occupants on a transient basis, such as hotels and motels, with associated conference centers and similar uses. Restaurants and other eating facilities, meeting rooms, small retail shops, personal services, and other services ancillary to the hotel are also allowed. This category can be applied in combination with another land use category. Floor area ratio will rangeFAR currently ranges up to 1.52.0 for the hotel portion of the site. An implementation program indicates that the City will explore increasing this FAR. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-25 Research/Office Park: Office, research, and manufacturing establishments whose operations are buffered from adjacent residential uses. Stanford Research Park is an example. Other uses that may be included are educational institutions and child care facilities. Compatible commercial service uses such as banks and restaurants, and residential or mixed uses that would benefit from the proximity to employment centers, will also be allowed. Additional uses, including retail services, restaurants, commercial recreation, churches, and private clubs may also be located in Research/Office Park areas, but only if they are found to be compatible with the surrounding area through the conditional use permit process. In some locations, residential and mixed-use projects may also locate in this category. Maximum allowable floor area ratio ranges from 0.3 to 0.5, depending on site conditions. Light Industrial: Wholesale and storage warehouses and the manufacturing, processing, repairing, and packaging of goods. Emission of fumes, noise, smoke, or other pollutants is strictly controlled. Examples include portions of the area south of Oregon Avenue between El Camino Real and Alma Street that historically have included these land uses, and the San Antonio Road industrial area. Compatible residential and mixed use projects may also be located in this category. Floor area ratio will range up to 0.5. INSTITUTIONAL School District Lands: Properties owned or leased by public school districts and used for educational, recreational, or other non-commercial, non-industrial purposes. Floor area ratio may not exceed 1.0. Major Institution/Special Facilities: Institutional, academic, governmental, and community service uses and lands that are either publicly owned or operated as non-profit organizations. Examples are hospitals and City facilities. Major Institution/University Lands: Academic and academic reserve areas of Stanford University. Population density and building intensity limits are established by conditional use permit with Santa Clara County. These lands are further designated by the following sub-categories of land use:  Major Institution/University Lands/Campus Single-Family Residential: Single-family areas where the occupancy of the units is significantly or totally limited to individuals or families affiliated with the institution. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-26 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176  Major Institution/University Lands/Campus Multiple Family Residential: Multiple family areas where the occupancy of the units is significantly or totally limited to individuals or families affiliated with the institution.  Major Institution/University Lands/Campus Educational Facilities: Academic lands with a full complement of activities and densities that give them an urban character. Allowable uses are academic institutions and research facilities, student and faculty housing, and support services. Increases in student enrollment and faculty/staff size must be accompanied by measures that mitigate traffic and housing impacts.  Major Institution/University Lands/Academic Reserve and Open Space: Academic lands having all the characteristics of open space but upon which some academic development may be allowed provided that open space amenities are retained. These lands are important for their aesthetic and ecological value as well as their potential for new academic uses. GOALS, POLICIES, AND PROGRAMS LOCAL LAND USE AND GROWTH MANAGEMENT GOAL L-1 A well-designed, compact and resilient city providing residents and visitors with attractive neighborhoods, work places, shopping districts, public facilities, and open spaces. EXTENT OF URBAN CONCENTRATING DEVELOPMENT WITHIN THE URBAN SERVICE AREA Policy L-1.1 Continue current City policy limitingLimit future urban development to currently developed lands within the urban service area. The boundary of the urban service area is otherwise known as the urban growth boundary. Retain undeveloped land west of Foothill Expressway and Junipero Serra as open space, with allowances made for very low- intensity development consistent with the open space character of the area. Retain undeveloped Baylands land northeast of Highway 101 as open space. [Previous Policy L-1] [L1] City staff will monitor Stanford development proposals and traffic conditions within the Sand Hill Road Corridor and annually report to the Planning PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-27 Com- mission and City Council. [Previous Program L-2a] City staff will review development proposals within the Airport Influence Area to ensure consistency with the guidelines of the Palo Alto Airport Com- prehensive Land Use Plan, and when appropriate, will refer development proposals to the Santa Clara County Airport Land Use Commission for re- view and comment. [Previous Program L-2b] MAINTAIN AND STRENGTHEN CITY CHARACTER Policy L-1.2 Maintain and strengthen Palo Alto’s varied residential neighborhoods while sustaining the vitality of its commercial areas and public facilities. [Previous Policy L-4] [L2] Policy L-1.3 Promote infill development in the urban service area that is compatible with its surroundings and the overall Maintain the scale and character of the city to ensure a compact, efficient development pattern. Avoid land uses that are overwhelming and unacceptable due to their size and scale. [(Previous Policy L-5 ) (PTC Policy L1.7) (Comp Plan Draft EIR Mitigation Measure LAND-1)] [L3] Review and change zoning regulations to promote gradual transitions in the scale of development where residential districts abut more intense uses. [Previous Program L-4] Establish new performance and architectural standards that minimize nega- tive impacts where land use transitions occur. [Previous Program L-5] Revise the City’s Neighborhood Commercial (CN) and Service Commercial (CS) zoning requirements to better address land use transitions. [Previous Program L-6] Evaluate changes in land use in the context of regional needs, overall City welfare and objectives, as well as the desires of surrounding neighborhoods. [Previous Policy L-7] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-28 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Maintain and periodically review height and density limits to discourage single uses that are inappropriate in size and scale to the surrounding uses. [Previous Program L-3] Program L1.3.1 Work with neighbors, neighborhood associations, property owners, and developers to identify barriers to infill development of below market rate and more affordable market rate housing and to remove these barriers. Work with these same stakeholders to identify sites and facilitate opportunities for below market rate housing and housing that is affordable. [(PTC Program L1.7.10) (Edited)] [L4] Program L1.3.2 Review development standards applicable in areas susceptible to flooding from sea level rise, including east of Highway 101, West Bayshore and East Meadow Circle, and the area east of San Antonio Road and north of East Charleston, and update requirements as needed to ensure that new development is designed and located to provide protection from potential flooding impacts. [(NEW PROGRAM)(Comp Plan Draft EIR Mitigation Measure GHG-3.)] [L6] Note: Moved to Safety Element and combined with flooding/sea level rise policies and programs. See Program [S69] REGULATING LAND USE Policy L-1.4 Regulate land uses in Palo Alto according to the land use definitions in this Element and Map L-6. [NEW POLICY] Policy L-1.5 Encourage land uses that address the needs of the community and manage change and development to benefit the community. [NEW POLICY] [L10] Program L1.5.1 Review regulatory tools available to the City and identify actions to enhance and preserve the livability of residential neighborhoods and the vitality of commercial and employment districts, PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-29 including improved code enforcement practices. [NEW PROGRAM] [L11] Policy L-1.6 Use coordinated area plans to guide development in areas of Palo Alto where significant change is foreseeable. Address both land use and transportation, define the desired character and urban design traits of the areas, identify opportunities for public open space, parks and recreational opportunities, address connectivity to and compatibility with adjacent residential areas; and include broad community involvement in the planning process. [NEW POLICY] [L67] REGIONAL COOPERATION Policy L-1.7 Maintain an active active cooperative working relationship engagement with Santa Clara County, San Mateo County, neighboring cities, other public agencies including school districts and Stanford University regarding land use and transportation issues. [Previous Policy L-2] [L7] Program L1.7.1 Maintain and update as appropriate the 1985 Land Use Policies Agreement that sets forth the land use policies of the City, Santa Clara County, and Stanford University with regard to Stanford unincorporated lands. [Previous Program L-1] [L8] Policy L-1.8 Participate in regional strategies to address the interaction of jobs, housing balance and transportation issues. [NEW POLICY] [L9] GROWTH MANAGEMENT AND MONITORING Policy L-1.9 Maintain a citywide cap of 1.7 million new square feet of office/R&D development, exempting medical office uses in the SUMC vicinity. Use January 1, 2015 as the baseline and monitor development towards the cap on an annual basis. Require annual monitoring to assess the effectiveness of development requirements and determine whether the Cap and the development requirements should be adjusted. Continue to exempt medical, governmental, and institutional uses from the cap on office/R&D development. [Update of Previous Policy L-8] [L15] and [L18] Establish a system to monitor the rate of non- residential development and traffic conditions PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-30 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 related to both residential and non-residential development at key intersections including those identified in the 1989 Citywide Study and additional intersections identified in the Comprehensive Plan EIR. If the rate of growth reaches the point where the citywide development maximum might be reached, the City will reevaluate development policies and regulations. [Previous Program L-7] Limit new non-residential development in the Downtown area to 350,000 square feet, or 10 percent above the amount of development existing or approved as of May 1986. Reevaluate this limit when non-residential development approvals reach 235,000 square feet of floor area. [Previous Program L-8] Continue to monitor development, including the effectiveness of the ground floor retail requirement, in the University Avenue/ Downtown area. Keep the Planning Commission and City Council advised of the findings on an annual basis. [Previous Program L-9] Program L1.9.1 Reevaluate the cumulative cap when the amount of new office/R&D square footage entitled since January 1, 2015 reaches 67 percent of the allowed square footage, or 1,139,000 square feet. Concurrently consider removal or potential changes to the cap and/or to the amount of additional development permitted by the City’s zoning ordinance. [NEW PROGRAM] [L19] Program L1.9.2 Update and extend the City’s interim annual limit of 50,000 square feet of new office/R&D development in order to moderate the pace of growth in commercial and mixed use areas. Consider additional exemptions to the annual limit as part of this update. [NEW POLICY] [L23] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-31 Policy L-1.10 Hold new development to the highest development standards in order to maintain Palo Alto’s livability and achieve the highest quality development with the least impacts. [NEW POLICY] [L32] FOSTERING A SENSE OF SUSTAINABLE COMMUNITY GOAL L-2 An enhanced sense of “community” with development designed to foster public life,and meet citywide needs, and embrace the principles of sustainability. Policy L-2.1 Maintain a citywide structure of Residential Neighborhoods, Centers, and Employment Districts. Integrate these areas with the City’s and the region’s transit and street system. [(Previous Policy L-10)(Comp Plan Draft EIR Mitigation Measure AIR-1)] [L44] Policy L-2.2 Promote increased compatibility, interdependence, and support between Enhance connections between commercial and mixed use centers and the surrounding residential neighborhoods. by promoting walkable and bikeable connections and a diverse range of retail and services that caters to the daily needs of residents. [(Previous Policy L-11)(Comp Plan Draft EIR Mitigation Measure AIR-2d, LAND-5)] [L45] Program L2.2.1 Consider siting Explore whether there are appropriate locations to allow small-scale neighborhood-serving retail facilities such as coffee shops and corner stores in existing or new residential areas. [(Previous Policy L-16) (Converted to Program)] [L46] Policy L-2.3 As a key component of a diverse, inclusive community, allow and encourage a mix of housing types and sizes designed for greater affordability, particularly smaller housing types, such as studios, co- housing, cottages, clustered housing, accessory dwelling units, and senior housing. [(Previous Policy L-13) (Combined with [L47], which is also about encouraging small units/mix of types)] [L47] and [L60] Create and apply zoning standards for Village Residential housing proto- types. Develop design guidelines for duplexes, townhouses, courtyard housing, second units, and small lot single family homes that ensure that such housing is compatible with single family PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-32 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 neighborhoods and other areas where it may be permitted. [Previous Program L-13] Create and apply zoning standards for Transit-Oriented Residential housing prototypes, including consideration of minimum density standards. Develop design guidelines that ensure that such housing is compatible with the Univer- sity Avenue/Downtown and California Avenue centers where it may be per- mitted. [Previous Program L-14] Policy L-2.4 Use a variety of strategies to stimulate housing. [NEW POLICY] Program L2.4.1 Amend the Housing Element to eliminate housing sites along San Antonio Road and increase residential densities in Downtown and the California Avenue area to replace potential units from the sites eliminated. [NEW PROGRAM] Program L2.4.2 Allow housing on the El Camino Real frontage of the Stanford Research Park and at Stanford Shopping Center, provided that adequate parking and vibrant retail is maintained. [NEW PROGRAM] Program L2.4.3 Explore multi-family housing elsewhere in Stanford Research Park and near Stanford University Medical Center (SUMC). [NEW PROGRAM] Program L2.4.4 Assess non-residential development potential in the Community Commercial, Service Commercial, and Downtown Commercial Districts (CC, CS, and CD) and the Neighborhood Commercial District (CN), and convert non-retail commercial FAR to residential FAR, where appropriate. Conversion to residential capacity should not be considered in Town and Country Village. [NEW PROGRAM] [L21] Program L2.4.5 Update the municipal code to include zoning changes that allow a mix of retail and residential uses but no office uses. The intent of these changes would be to encourage a mix of land uses that contributes to the vitality and walkability of commercial centers and transit corridors. [(NEW PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-33 PROGRAM)(Comp Plan Draft EIR Mitigation Measure LAND-1)] [L121] Program L2.4.6 Explore changing the Transfer of Development Rights (TDR) ordinances for both buildings of historic significance and for seismic retrofits so that transferred development rights may only be used for residential capacity. [NEW PROGRAM] Policy L-2.5 Support the creation of affordable housing units for middle to lower income level earners, such as City and school district employees, as feasible. [NEW POLICY] [L55] Program L2.5.1 Collaborate with PAUSD in exploring opportunities to build housing that is affordable to school district employees. [NEW PROGRAM] [L56] Policy L-2.6 Enhance desirable characteristics in mixed use areas. Use the planning and zoning process to create opportunities Create opportunities for new mixed use development consisting of housing and retail. [Previous Policy L-9] [L120] Policy L-2.7 Support efforts to retain housing that is more affordable in existing neighborhoods, including a range of smaller housing types. [NEW POLICY] [L53] Program L2.7.1 Review development standards to discourage the net loss of housing units. [NEW PROGRAM] [L54] Policy L-2.8 When considering infill redevelopment, work to minimize displacement of existing residents. [NEW POLICY] [L57] Program L2.8.1 Conduct a study to evaluate various possible tools for preventing displacement of existing residents. [NEW PROGRAM] [L58] Program L2.8.2 Develop and implement a system to inventory the characteristics of existing housing units and track changes in those characteristics on a regular basis. Make the information publicly available. [NEW PROGRAM] [L59] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-34 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-2.9 Preserve ground-floor retail and limit the displacement of existing retail from neighborhood centers. [NEW POLICY] [L124] Policy L-2.10 Facilitate reuse of existing buildings. [Previous Program L 20] [NEW POLICY] [L48] Policy L-2.11 Encourage new development and redevelopment to incorporate greenery and natural features through the use of features such as green rooftops, pocket parks, plazas, and rain gardens. [(NEW POLICY) (Combined with Previous Program C26)] [L49] Policy L-2.12 Ensure that future development addresses potential risks from climate change and sea level rise. [NEW POLICY] [L5] RESIDENTIAL DISTINCT NEIGHBORHOODS GOAL L-3 Safe, attractive residential neighborhoods, each with its own distinct character and within walking distance of shopping, services, schools, and/or other public gathering places. NEIGHBORHOOD COMPATIBILITY Policy L-3.1 Ensure that new or remodeled structures to beare compatible with the neighborhood and adjacent structures.[(Previous Policy L-12) (Comp Plan Draft EIR Mitigation Measures AES-1, LAND-1, LAND-2)] [L50] Policy L-3.2 Preserve residential uses from conversion to office or short-term rentals. [NEW POLICY] [L51] Program L3.2.1 Evaluate and implement strategies to prevent conversion of residential and neighborhood-serving retail space to office or short-term vacation rentals. [NEW PROGRAM] [L52] MIX OF HOUSING TYPES Evaluate alternative types of housing that increase density and provide more diverse housing opportunities. [(Previous Policy L-13) (Note: Program H3.3.5 of the adopted Housing Element is to explore modifications to development standards to further encourage second unit development.)] [L60] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-35 Policy L-3.3 Recognize the contribution of cottage cluster housing to the character of Palo Alto and retain and encourage this type of development. [NEW POLICY] [L61] RESIDENTIAL DESIGN Policy L-3.4 Design and arrange Ensure that new multi-family buildings, including entries and outdoor spaces are designed and arranged so that each unit development has a clear relationship to a public street. [Previous Policy L-14] [L62] Policy L-3.5 Avoid negative impacts of basement construction for single-family homes on adjacent properties public resources and the natural environment. [NEW POLICY] [L63] Program L3.5.1 Develop a program to assess and manage both the positive and negative impacts of basement construction in single family homes on the community and the environment, including:  Land use issues. Evaluate the City’s policy of excluding basements from the gross floor area and maximum floor area ratio limits in the zoning ordinance. Consider zoning revisions, including greater setbacks, to limit basement size and increase basement setbacks from adjacent properties.  Impacts to the natural environment, such as potential impacts to the tree canopy, groundwater supply or quality, and soil compaction.  Safety issues such as increased surface flooding, increased groundwater intrusion with sea level rise, emergency access and egress, or sewage backflows. [NEW PROGRAM] [L64] COMMERCIAL CENTERS GOAL L-4 Inviting, pedestrian scale centers that offer a variety of retail and commercial services and provide focal points and community gathering places for the city’s residential neighborhoods and employment districts. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-36 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 COMMERCIAL CENTERS AND MIXED USE AREAS Policy L-4.1 Encourage the upgrading and revitalization of selected Centers in a manner that is compatible with the character of surrounding neighborhoods, without loss of retail and existing small, local businesses. [(Previous Policy L-18)(Comp Plan Draft EIR Mitigation Measure LAND-1)] [L65] Establish a planning process for Centers that identifies the desired character of the area, its role within the City, the locations of public gathering spaces, appropriate land uses and building forms, and important street and pedestrian connections to surrounding Residential Neighborhoods. [Previous Program L-15] Program L4.1.1 Evaluate the effectiveness of formula retail limits adopted for California Avenue and consider whether these limits should be applied in other Centers. Develop incentives for local small businesses where warranted. [NEW PROGRAM] [L66] Prepare a coordinated area plan for the South El Camino corridor from Curtner Avenue to West Charleston Road, as shown in the diagram below. The plan should articulate a vision for the corridor as a well-designed complete street with an enhanced pedestrian environment including wider sidewalks, increased building setbacks, public open spaces, safe pedestrian crossings at key intersections, trees and streetscape improvements. Mixed use residential and retail development on shallow parcels should be encouraged to support a more walkable and bikable environment along the corridor, with appropriate transitions to the surrounding single-family neighborhoods. The plan should also foster improved connections to surrounding destinations. [NEW PROGRAM] [L68] Deleted per Council Motion PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-37 Encourage a mix of land uses in all Centers, including housing and an appropriate mix of small-scale local businesses. [Previous Policy L-19] Policy L-4.2 Encourage street frontages that contribute to retail vitality in all Centers. Reinforce street corners that come up to the sidewalk in a way that enhances the pedestrian realm or that form corner plazas. Include trees and landscaping. [Previous Policy L-20] [L70] Policy L-4.3 ProvideEnsure all Regional Centers with and Multi-Neighborhood Centers provide centrally located gathering spaces that create a sense of identity and encourage economic revitalization. Encourage public amenities such as benches, street trees, kiosks, restrooms and public art. [Previous Policy L-21] [L71] Program L4.3.1 Study the feasibility of using public and private funds to provide and maintain landscaping and public spaces such as parks, plazas, sidewalks and public art within commercial areas. [Previous Program L-16] [L72] Program L4.3.2 Through public/private cooperation, provide obviouswell-signed, clean, and accessible restrooms available for use during normal business hours. [Previous Program L-17] [L73] Program L4.3.3 Collaborate with merchants to enhance the appearance of streets and sidewalks within all Centers through an aggressive . Encourage the formation of business improvement districts and undertake a proactive program of maintenance, repair and cleaning program; street improvements; and the use of a variety of paving materials and, landscaping. and enhancement.[Previous Policy L-22] [L74] Program L4.3.4 Identify priority street improvements that could make a substantial contribution to the character of Centers, includingsuch as widening sidewalks, narrowing travel lanes, creating medians, restriping to allow diagonal parking, and planting street trees [Previous Program L-18] [L75] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-38 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 HOTELS Policy L-4.4 Sites within or adjacent to existing commercial areas and corridors are suitable for hotels. Give preference to housing versus hotel use on sites adjacent to predominantly single-family neighborhoods. [NEW POLICY] [L12] Program L4.4.1 Explore increasing hotel FAR from 2.0 to 3.0 in the University Avenue/Downtown area, and 2.5 in areas outside of Downtown. [NEW PROGRAM] [L201] Note: Added per 1/30/17 Council Motion REGIONAL CENTERS University Avenue/Downtown Policy L-4.5 Maintain and enhance the University Avenue/Downtown area as the central business districta major commercial center of the City, with a mix of commercial, civic, cultural, recreational and residential uses. Promote quality design that recognizes the regional and historical importance of the area and reinforces its pedestrian character. [(Previous Policy L-23) (Comp Plan Draft EIR Mitigation Measure AES-1)] [L76] Support implementation of the Downtown Urban Design Guide. [Previous Program L-19] Facilitate reuse of existing buildings. [Previous Program L-20] Policy L-4.6 Ensure that University Avenue/Downtown is pedestrian-friendly and supports bicycle use. Use public art, trees, bicycle racks and other amenities to create an environment that is inviting to pedestrians. and bicyclists. [Previous Policy L-24] [L77] Improve the University Avenue/Downtown area by adding landscaping and bicycle parking and encouraging large development projects to benefit the public by incorporating public art. [Previous Program L-21] Enhance the character of the South of Forest Area (SOFA) as a mixed use area. [Previous Policy L-25] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-39 Pursue redevelopment of pedestrian, bicycle, and transit connections to and from between the University Avenue Multi-modal Transit Station area, University Avenue/Downtown, and the Stanford Shopping Center. [Previous Policy L-27] [L78] Note: Redundant with Transportation Element Program T-1.10-1 to pursue improvements at the Transit Center to improve access for all modes. Program L4.6.1 Prepare a Coordinated Area Plan for the University Avenue Multi-modal Transit Station Area Downtown. [Previous Program L-22] [L79] Prepare a Coordinated Area Plan for the University Avenue Multi-Modal Transit Station Area. [Previous Program L-25] Stanford Shopping Center Policy L-4.7 Maintain Stanford Shopping Center as one of the Bay Area’s premiere regional shopping centers. Promote bicycle and pedestrian use and encourage any new development at the Center to occur through infill, including development on existing surface parking lots. [Previous Policy L-26] [L80] Al housing strategies are located in Goal L-2, including housing at Stanford Shopping Center. See Program L-2.4.2. Program L4.7.1 While preserving adequate parking to meet demand, identify strategies to reuse surface parking lots. [(Previous Program L-23) (Merged with Previous Policy L-27)] [L81] Maintain a Stanford Shopping Center development cap of 80,000 square feet of additional development beyond that existing on June 14, 1996. [Previous Program L-24] Establish the following unranked community design priorities for the Uni- versity Avenue Multi-modal Transit Station Area:  Improving pedestrian, bicycle, transit, and auto connections to create an urban link PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-40 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 between University Avenue/Downtown and Stanford Shop- ping Center.  Creating a major civic space at the Caltrain Station that links University Avenue/ Downtown and Palm Drive.  Infilling underutilized parcels with a mix of uses such as shopping, ho ing, office, hotel, and medical facilities.  Improving public park space.  Protecting views of the foothills by guiding building heights and mass- ing.[Previous Program L-26] MULTI-NEIGHBORHOOD CENTERS California Avenue Policy L-4.8 Maintain the existing scale, character, and function of the California Avenue business district as a shopping, service, and office center intermediate in function and scale between Downtown and the smaller neighborhood business areas. [Previous Policy L-28] [L82] Program L4.8.1 Prepare a coordinated area plan for the Fry's site and surrounding California Avenue area. The plan should describe a vision for the future of the Fry's site as a walkable neighborhood with multi‐family housing, ground floor retail, a public park, creek improvements, and an interconnected street grid. It should guide the development of the California Avenue area as a well-designed mixed use district with diverse land uses and a network of pedestrian- oriented streets. [NEW PROGRAM] [L69] Cal-Ventura Mixed Use Area Develop the Cal-Ventura area as a well-designed mixed use district with diverse land uses, two- to three-story buildings, and a network of pedestrian-oriented streets providing links to California Avenue.[Previous Policy L-31] Prepare a Coordinated Area Plan for the Cal- Ventura area. Use the land use diagram from the Community Design Workshop as the starting PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-41 point for preparing this Plan. [Previous Program L-30] Create a Coordinated Area Plan for the California Avenue area to guide its development as a well- designed mixed use district with diverse land uses and a network of pedestrian-oriented streets providing links to California Avenue. [(Previous Policy L-31) (Converted to Program)] [L83] Establish the following unranked priorities for redevelopment within the Cal-Ventura area:  Connect the Cal-Ventura area with the Multi- modal Transit Station and California Avenue. Provide new streets and pedestrian connections that complete the street grid and create a walkable neighborhood.  Fry’s Electronics site (300 Portage): Continued retail activity is anticipated for this site until 2019. A program should be developed for the future use of the site for mixed density multi- family housing and a park or other open space.  Hewlett-Packard: Uses that are compatible with the surrounding area and a site plan that facilitates pedestrian use of Park Boulevard.  North of Sheridan Avenue: Development of one or more of the City-owned parking lots with primarily residential uses, provided that public parking spaces are replaced.  Park Boulevard: Streetscape improvements.[Previous Program L-31] Program L4.8.2 Create regulations for the California Avenue area that allow for the re- placement or rehabilitationencourage the retention of smaller buildings while preventing buildings that are out of scale with to provide spaces for existing buildings. [Previous Program L-27] [L84] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-42 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Work with merchants, property owners, and City representatives to create an urban design guide for the California Avenue business district. [Previous Program L-28] Encourage residential and mixed use residential development in the California Avenue area.[Previous Policy L-29] Revise zoning of the California Avenue business district to reduce the non- residential development potential to levels comparable to other commer- cial areas in the City while retaining substantial residential development potential.[Previous Program L-29] Policy L-4.9 Improve the transition between the California-Cambridge area and the single family residential neighborhood of Evergreen Park. Avoid abrupt changes in scale and density between the two areas. [Previous Policy L-30] [L85] Town and Country Village Policy L-4.10 Maintain Recognize and preserve Town and Country Village as an attractive community-serving retail center. serving Palo Altans and residents of the wider region. Future development at this site should preserve its existing amenities, pedestrian scale, and architectural character. while also improving safe access for bicyclists and pedestrians and increasing the amount of bicycle parking. [Previous Policy L-32] [L88] Policy L-4.11 In Town and Country Village, encourage housing development consistent with a vibrant business retail environment and urban greening. [Previous Policy L-33] [L89] Policy L-4.12 In Town and Country Village,encourage improvement of pedestrian, bicycle, and auto circulation and landscaping improvements, including maintenance of existing oak trees and planting additional trees. [Previous Policy L-34] [L90] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-43 South El Camino Real Establish the South El Camino Real area as a well-designed, compact, vital, Multi-neighborhood Center with diverse uses, a mix of one-, two, and three-story buildings, and a network of pedestrian-oriented streets and ways.[Previous Policy L-35] Prepare a Coordinated Area Plan for the South El Camino Real area. Use the land use map from the Community Design Workshop as a starting point for preparing this Plan. [Previous Program L-32] Enhance the pedestrian environment along South El Camino Real, redesigning the street to provide wider sidewalks, increased building setbacks, safe pedestrian crossings at key intersections, trees, and streetscape improvements, consistent with the recommendations in the Grand Boulevard Design Guidelines. [(Previous Program L-33) (Converted to Policy) (Consistent with Comp Plan Draft EIR Mitigation Measure AES 1)] [L86] Note: Deleted per 1/30/17 Council Motion Provide better east-west connections across El Camino Real to bring neighborhoods together and to improve linkages to local schools and parks. [Previous Program L-34] [L87] Note: Redundant with Policy T-3.13 in the Transportation Element, which also addresses east-west connections. Allow a full range of office and retail uses on shallow parcels along South El Camino Real, subject to adequate buffering from adjacent residential uses.[Previous Policy L-36] Consider Transfer of Development Rights (TDR) as a tool to encourage re-development and/or community-serving amenities along South El Camino Real.[Previous Program L-35] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-44 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 NEIGHBORHOOD CENTERS Alma Plaza, Charleston Center, Edgewood Plaza, Midtown Policy L-4.13 MaintainImprove the scale and local-serving focus of Palo Alto’s four, and provide safe pedestrian, bicycle, and multimodal access to all three Palo Alto Neighborhood Centers. – Charleston Shopping Center, Edgewood Plaza, and Midtown Shopping Center. Support their continued improvement and vitality. [Previous Policy L-37] [L91] Evaluate current zoning to determine if it supports the types of uses and scale of buildings considered appropriate in Neighborhood Centers. [Previous Program L-36] Encourage property owners within Neighborhood Centers to prepare mas- ter plans, with the participation of local businesses, property owners, and nearby residents. [Previous Program L-37] Policy L-4.14 Encourage maximum use of Neighborhood Centers by ensuring that the publicly maintained areas are clean, well-lit, and attractively landscaped. [Previous Policy L-38] [L92] Facilitate opportunities to improve pedestrian-oriented commercial activity within Neighborhood Centers. [Previous Policy L-39] Revise land use and zoning designations as needed to encourage medium- density housing (20 to 25 units per acre) within or near Neighborhood Cen- ters served by public transportation to support a more vital mix of commer- cial activities.[Previous Program L-38] Midtown Policy L-4.15 Revitalize Midtown Shopping Center as an attractive, compact pedestrian-oriented, one- to two-story Neighborhood Center with diverse local-serving uses, a mix of one- and two-story buildings, and adequate parking, and a network of pedestrian-oriented streets, ways and gathering places. Encourage retention of Midtown’s grocery PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-45 storesstore and encourage a variety of neighborhood retail shops and services.[Previous Policy L-40] [L93] Prepare a plan for Midtown with the participation of property owners, local businesses, and nearby residents. Consider the Midtown Economic Study and the land use concepts identified during the 1994 Community De- sign Workshop in developing the plan. The plan should have a special em- phasis on public improvements, including parking, street furniture and signage.[Previous Program L-39] Make improvements to Middlefield Road in Midtown that slow traffic, en- courage commercial vitality, make the street more pedestrian-friendly, and unify the northeast and southwest sides of the commercial area, with consid- eration given to traffic impacts on the residential neighborhood. [Previous Program L-40] Support bicycle and pedestrian trail improvements along a restored creek within Hoover Park. [Previous Program L-41] Maintain existing residential uses within the Midtown area and encourage additional residential development. [Previous Policy L-41] Retain the existing housing along Colorado Avenue and consider increasing the density to allow townhouses, co-housing, and/or housing for the disabled. [Previous Program L-42] EMPLOYMENT DISTRICTS GOAL L-5 High quality employment districts, each with their own distinctive character and each contributing to the character of the city as a whole. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-46 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-5.1 Encourage Foster compact Employment Districts to developed in a way that facilitates transit, pedestrian and bicycle travel. Provide mixed uses to reduce the number of auto trips. [Previous Policy L-42 and L- 44] [L94] and [L97] Modify existing zoning regulations and create incentives for employers to pro- vide employee services in their existing buildings—for example, office support services, restaurants, convenience stores, public gathering places, and child care facilities—to reduce the need for employees to drive to these services.[Previous Program L-43] Program L5.1.1 Explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start- ups, retail, transit hub, and other community- supporting services that are compatible with the existing uses, to create a vibrant innovation- oriented community. [NEW PROGRAM] [L98] Policy L-5.2 Provide landscaping, trees, sidewalks, pedestrian paths, and connections to the citywide bikeway system within Employment Districts. Pursue opportunities to buildinclude sidewalks, paths, low water use landscaping, recycled water, and pathstrees and remove grass turf in renovation and expansion projects. [Previous Policy L-43] [L95] Revised to be consistent with wording in Safety Element Policy L-5.3 Design the paths and sidewalks to be attractive and comfortable and consistent with the character of the area where they are located. [(Previous Program L-44) (Converted to Policy)] [L96] Foster compact employment centers served by a variety of transportation modes. [Previous Policy L-44] [L97] Combined with L- 5.1 [L94] above. Create and apply zoning standards and design guidelines for commercial hotels and conference centers.[Previous Program L-45] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-47 Evaluate the optimum number of future hotel rooms for Palo Alto and consider reductions in the allowable floor area ratio as appropriate. [NEW PROGRAM] [L99] Note: Deleted per 1/30/17 Council Motion to consider increasing hotel FAR. Stanford Medical Center Develop Stanford Medical Center in a manner that recognizes the citywide goal of compact, pedestrian-oriented development as well as the functional needs of the Medical Center.[Previous Policy L-45] Work with Stanford to prepare an area plan for the Stanford Medical Center. [Previous Program L-46] East Bayshore and San Antonio Road/Bayshore Corridor Policy L-5.4 Maintain the East Bayshore and San Antonio Road/Bayshore Corridor areas as diverse business and light industrial districts, Consider the, consistent with the approved 2012 East Meadow Circle Area as a potential site for higher density housing that provides a transition between existing housing andConcept Plan (Appendix Y of this Comprehensive Plan). [Previous Policy L-46] [L100] Implement the 2012 East Meadow Circle Concept Plan (Appendix Y of this Comprehensive Plan) when approving new development or other improvements within the Plan area. [NEW PROGRAM] [L101] Note: Not necessary – redundant with Policy L-5.4 [L100] above. Consider the East Meadow Circle Area as a potential site for higher density housing that provides a transition between existing housing and nearby industrial improvements. [Previous Policy L- 47] Undertake a Community Design Workshop for the East Meadow Circle Area. [Previous Program L-47] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-48 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 GOAL L-6 Well-designed buildings that create coherent development patterns and enhance city streets and public spaces. DESIGN OF BUILDINGS AND PUBLIC SPACES Buildings Policy L-6.1 Promote high quality, creative design and site planning that is compatible with surrounding development and public spaces. [(Comp Plan Draft EIR Mitigation Measure AES-1, LAND-1, LAND-2) (Previous Policy L-48)] [L102] Program L6.1.1 Promote awards programs and other forms of public recognition for projects of architectural merit that contribute positively to the community. [Previous Program L-53] [L103] Policy L-6.2 Use the Zoning Ordinance, design review process, design guidelines, and Coordinated Area Plans to ensure high quality residential and commercial design and architectural compatibility. [(Previous Program L-48)(Comp Plan Draft EIR Mitigation Measure LAND-1, LAND-2)] [L104] Policy L-6.3 Require bird-friendly design. [NEW POLICY] [L105] Program L6.3.1 Develop guidelines for bird-friendly building design that minimizes hazards for birds and reduces the potential for collisions. [NEW PROGRAM] [L106] Policy L-6.4 In areas of the City having a historic or consistent design character, encourage the design of new development to maintain and support the existing character. [(Previous Program L-49) (Converted to Policy) (Comp Plan Draft EIR as Mitigation Measure AES-1)] [L107] Policy L-6.5 Guide development to respect views of the foothills and East Bay hills from public streets in the developed portions of the City. [Previous Policy L-3] [L108] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-49 Policy L-6.6 Design buildings to revitalizecomplement streets and public spaces; to promote personal safety, public health and well-being; and to enhance a sense of community and personal safety. Provide an ordered variety of entries, porches, windows, bays and balconies along public ways where it is consistent with neighborhood character; avoid blank or solid walls at street level; and include human-scale details and massing. [Previous Policy L-49] [L109] Undertake a comprehensive review of residential and commercial zoning requirements to identify additional architectural standards that should be incorporated to implement Policy L-49. [Previous Program L- 50] Use illustrations and form code methods for simplifying the Zoning Ordinance and to promote well-designed buildings. [Previous Program L-51] Program L6.6.1 Create and apply the following four new Mixed Use zoning standards: A “Live/Work” designation that permits individuals to live on the same site where they work by allowing housing and other uses such as office, retail, and light industrial to co-exist in the same building space; and “Retail/ Office,” “Residential/Retail,” and “Residential/Office” designations that permit a mix of uses on the same site or nearby sites. Develop Modify design standards for all mixed use designations providing for buildings with one to three stories, rear parking projects to promote a pedestrian-friendly relationship to the street, including elements such as screened parking or underground parking, street-facing windows and entries, and zero setback along the street, except that front gardens may be provided for ground floor residential uses. porches, windows, bays and balconies along public ways, and landscaping, and trees along the street. Avoid blank or solid walls at street level. [Previous Program L-10] [L122] and [L110] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-50 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-6.7 Where possible, avoid abrupt changes in scale and density between residential and non-residential areas and between residential areas of different densities. To promote compatibility and gradual transitions between land uses, place zoning district boundaries at mid-block locations rather than along streets wherever possible. [(Note: Council Motion 1/30/17: This is exact wording of Previous Policy L-6)(Comp Plan Draft EIR Mitigation Measure LAND-1, LAND-2)] [L117] Program L6.7.1 Implement architectural standards to assure they effectively address land use transitions. [(NEW PROGRAM)(Comp Plan Draft EIR Mitigation Measure LAND-2)] [L118] Policy L-6.8 Support existing regulations that preserve exposure to natural light for single-family residences. [NEW POLICY] [L119] Consider revising development standards in the Community Commercial, Service Commercial, and Downtown Commercial Districts (CC, CS, and CD) and the Neighborhood Commercial District (CN) along El Camino Real to incentivize the conversion of non-retail commercial FAR to residential use. [NEW PROGRAM] [L123] Note: Combined with Program L-2.4.4 [L21] about FAR conversion, moved to Goal L-1 above. Policy L-6.9 Discourage the use of fences that obscure the view of the front of houses from the street. [(Previous Program L-52)(Converted to Policy)] [L125] Policy L-6.10 Encourage high quality signage that is attractive, energy-efficient, appropriate for the location, and balances visibility needs with aesthetic needs. [Previous Policy L-50] [L126] GOAL L-7 Conservation and preservation of Palo Alto’s historic buildings, sites, and districts. HISTORIC CHARACTER RESOURCES Policy L-7.1 Encourage public and private upkeep and preservation of resources that have historic merit, including residences listed in the City’s Historic Resource Inventory, the California Register of Historical PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-51 Resources, or the National Register of Historic Places. [Previous Policy L-51] [L127] Program L7.1.1 Review and uUpdate and maintain the City’s Historic Resource Inventory of to determine all historic resources, including City-owned structures that are eligible for the California Register as well as important examples of California history or prehistory. Historic resources may consist of a single building or structure or a district. [(Previous Program L-54)( Draft EIR Mitigation Measure CULT-1b)] [L128] Program L7.1.2 Reassess the Historic Preservation Ordinance to ensure its effectiveness in the maintenance and preservation of historic resources, particularly in the University Avenue/Downtown area. [Previous Program L-55] [L129] Maintain and strengthen the design review procedure for exterior remodel- ing or demolition of historic resources. Discourage demolition of historic resources and severely restrict demolition of Landmark resources. [Previous Program L-56] Policy L-7.2 If a proposed development would affect a potential historic resource that has not been evaluated for inclusion into the City’s Historic Resources Inventory, consider whether it is eligible for inclusion in the City’s Inventory prior to the issuance of a demolition or alterations permit. [(NEW POLICY) (Comp Plan Draft EIR Mitigation Measure CULT-1c)] [L130] Policy L-7.3 Actively seek state and federal funding for the preservation of buildings of historical merit and consider public/private partnerships for capital and program improvements. [Previous Policy L-53] [L131] Support the goals and objectives of the Statewide Comprehensive Historic Preservation Plan for California. [Previous Policy L-54] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-52 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-7.4 Relocation may be considered as a preservation strategy when consistent with State and National Standards regarding the relocation of historic resources. [Previous Policy L-55] [L132] Policy L-7.5 To reinforce the scale and character of University Avenue/Downtown, promote the preservation of significant historic buildings. [Previous Policy L-56] [L133] Policy L-7.6 Promote awards programs and other forms of public recognition for exemplary Historic Preservation projects. [(Previous Program L-62) (Converted to Policy)] [L134] Policy L-7.7 Streamline, to the maximum extent feasible, any future processes for design review of historic structures to eliminate unnecessary delay and uncertainty for the applicant and to encourage historic preservation. [(Previous Program L-63) (Converted to Policy)] [L135] REHABILITATION AND REUSE Policy L-7.8 Promote adaptive reuse of old buildings. [Previous Policy L-58] [L136] Program L7.8.1 Develop incentives for the retention and rehabilitation of buildings with historic merit in all zones and revise existing zoning and permit regulations as needed to minimize constraints to adaptive reuse, particularly in retail areas. [(Previous Policy L-57) (Converted to Program)] [L137] Program L7.8.2 Create incentives to Eencourage salvage and reuse of discarded historic building materials. [Previous Program L-57] [L138] Program L7.8.3 For proposed exterior alterations or additions to designated Historic Landmarks, require design review findings that the proposed changes are in compliance with the Secretary of the Interior Standards for Rehabilitation. [Previous Program L-58] [L139] Follow the procedures established in the State Public Resources Code for the protection of designated historic buildings damaged by earthquake or other natural disaster.[Previous Policy L-59] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-53 Seek additional innovative ways to apply current codes and ordinances to older buildings. Use the State Historical Building Code for designated historic buildings. [Previous Program L-65] Revise existing zoning and permit regulations as needed to minimize con- straints to adaptive reuse, particularly in retail areas. [Previous Program L-66] Policy L-7.9 Allow compatible nonconforming uses for the life of historic buildings. [(Previous Program L-61) (Converted to Policy)] [L140] Policy L-7.10 Ensure the preservation of significant historic resources owned by the City of Palo Alto. Allow such resources to be altered to meet contemporary needsprovided that the preservations standards adopted by the City Council are satisfied. consistent with the Secretary of the Interior Standards for Rehabilitation. [Previous Policy L-52] [L141] Policy L-7.11 Maintain the historic integrity of building exteriors. Allow Consider parking exceptions for historic buildings to encourage rehabilitation. Require design review findings that the historic integrity of the building exterior will be maintained. [(Previous Program L-59)(Converted to Policy)] [L142] Program L7.11.1 Review parking exceptions for historic buildings in the Zoning Code to determine if there is an effective balance between historic preservation and meeting parking needs. [NEW PROGRAM] [L143] Policy L-7.12 Encourage and assist owners of historically significant buildings in finding ways to adapt and rehabilitate these buildings, including participation in state and federal tax relief programs.[(Previous Program L-64) (Converted to Policy)] [L144] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-54 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-7.13 Continue to use a TDR Ordinance to allow the transfer of development rights from designated buildings of historic significance in the Commercial Downtown (CD) zone to non-historic receiver sites in the CD zone.Planned Community (PC) zone properties in the Downtown also qualify for this program. Consider revising the TDR Ordinance so that transferred development rights may be used only for residential development on the receiver sites. [Previous Program L-60] [L145] and [L30] ARCHAEOLOGICAL RESOURCES Policy L-7.14 Protect Palo Alto’s archaeological resources, including natural land formations, sacred sites, the historical landscape, historic habitats, and remains of settlements here before the founding of Palo Alto in the nineteenth century. [(Previous Policy L-60)(Comp Plan Draft EIR Mitigation Measure CULT-1c)] [L146] Policy L-7.15 Continue to consult with tribes as required by California Government Code Section 65352.3. In doing so, use appropriate procedures to accommodate tribal concerns when a tribe has a religious prohibition against revealing precise information about the location or previous practice at a particular sacred site. [(NEW POLICY) (Comp Plan Draft EIR Mitigation Measure CULT-3)] [L147] Policy L-7.16 Using the archaeological sensitivity map in the Comprehensive Plan as a guide, continue to aAssess the need for archaeological surveys and mitigation plans on a project-by-project basis, consistent with the California Environmental Quality Act and the National Historic Preservation Act. [(Previous Program L-67)(Converted to Policy)(Comp Plan Draft EIR Mitigation Measure CULT-3)] [L148] Policy L-7.17 Ensure that developers understand their obligation to meet state codes regarding the identification and protection of archaeological and paleontological deposits. [(NEW POLICY)(Comp Plan Draft EIR Mitigation Measure CULT-3] [L149] PARKS AND GATHERING PLACES GOAL L-8 Attractive and safe parks, civic and cultural facilities provided in all neighborhoods and maintained and used in ways that foster and enrich public life. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-55 Policy L-8.1 Facilitate creation of new parkland to serve Palo Alto's residential neighborhoods, as consistent with the Parks, Trails, Open Space and Recreation Master Plan. [NEW POLICY] [L150] Note: Programs below relocated to Goal C-4 in CSF, which is about providing parks: Encourage dedication of new land for parks through regulations and incentives for new development and programs to solicit bequests of land within the city. [NEW PROGRAM] [L151] Pursue opportunities to create linear parks over the Caltrain tracks in the event the tracks are moved below grade. [NEW PROGRAM] [L152] Explore ways to dedicate a portion of in-lieu fees towards acquisition of parkland, not just improvements. [NEW PROGRAM] [L153] Explore opportunities to dedicate City‐owned land as parkland to protect and preserve its community serving purpose into the future. [NEW PROGRAM] [L154] Promote the use of community and cultural centers, libraries, local schools, parks, and other community facilities as gathering places. Ensure that they are inviting and safe places that can deliver a variety of community services during both daytime and evening hours.[Previous Policy L-61] To help satisfy present and future community use needs, coordinate with the School District to educate the public about and to plan for the future use of school sites, including providing space for public gathering places for neigh- borhoods lacking space. [Previous Program L-68] Enhance all entrances to Mitchell Park Community Center so that they are more inviting and facilitate public gatherings. [Previous Program L-69] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-56 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Study the potential for landscaping or park furniture that would promote neighborhood parks as outdoor gathering places and centers of neighborhood activity. [Previous Program L-70] Policy L-8.2 Provide comfortable seating areas and plazas with places for public art adjacent to library and community center entrances. [Previous Policy L-62] [L156] Policy L-8.3 Encourage small-scale local-serving retail services, such as small cafes, delicatessens, and coffee carts, in Ccivic Ccenters: Mitchell Park, Rinconada Library, and Cubberly Community Center. [Previous Policy L-63] [L157] Policy L-8.4 Create facilities for civic and intellectual life, such as better urban public spaces for civic programs and speakers, cultural, musical and artistic events. [NEW POLICY] [L158] PUBLIC ART Policy L-8.5 Promote and maintain Recognize public art and cultural facilities as a community benefit. Encourage the development of new and the enhancement of existing public and private art and cultural facilities throughout Palo Alto. Ensure that such projects are compatible with the character and identity of the surrounding neighborhood. [Previous Policy L-72] [L159] Consider public art and cultural facilities as a public benefit in connection with new development projects. Consider incentives for including public art in large development projects. [Previous Policy L-73] Use the work of artists, craftspeople, architects, and landscape architects in the design and improvement of public spaces. [Previous Policy L-74] Minimize the negative physical impacts of parking lots. Locate parking behind buildings or underground wherever possible. [Previous Policy L-75] Revise the Zoning Ordinance to require the location of parking lots behind buildings rather PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-57 than in front of them, under appropriate conditions. [Previous Program L-73] Modify zoning standards pertaining to parking lot layout and landscaping for land uses within Employment Districts. [Previous Program L-74] Policy L-8.6 Seek potential new sites for art and cultural facilities, public spaces, open space, and community gardens that encourage and support pedestrian and bicycle travel and person-to-person contact, particularly in neighborhoods that lack these amenities. [Previous Policy L-64] [L160] Policy L-8.7 Encourage religious and private institutions to provide facilities that promote a sense of collaborate with the community and are compatible with the surrounding neighborhood.[Previous Policy L-65] [L161] PUBLIC WAYS STREETS AND PUBLIC SPACES GOAL L-9 Attractive, inviting public spaces and streets that enhance the image and character of the city. STREETS AND PATHSPARKING Policy L-9.1 Recognize Sand Hill Road, University Avenue between Middlefield Road and San Francisquito Creek, Embarcadero Road, Page Mill Road, Oregon Expressway, Interstate 280, Arastradero Road (west of Foothill Expressway), Junipero Serra Boulevard/Foothill Expressway, and Skyline Boulevard as scenic routes and preserve of Palo Alto roads and trails for motorists, cyclists, pedestrians, and equestrians.their scenic qualities. [(Previous Policy L-69) (Previous Program L-71)] [L162] Program L9.1.1 Evaluate existing zoning code setback requirements to ensure they are appropriate for scenic routes. [NEW PROGRAM] [L163] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-58 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Policy L-9.2 Encourage development that creatively integrates parking into the project, including by locating it behind buildings or underground wherever possible, or by providing for shared use of parking areas. Encourage other alternatives to surface parking lots that minimize the amount of land devoted to parking while still maintaining safe streets, street trees, a vibrant local economy, and sufficient parking to meet demand. [Previous Policy L-78] [L164] Maintain an aesthetically pleasing street network that helps frame and define the community while meeting the needs of pedestrians, bicyclists, and motorists.[Previous Policy L-66] Balance traffic circulation needs with the goal of creating walkable neighborhoods that are designed and oriented towards pedestrians. [Previous Policy L-67] Integrate creeks and green spaces with the street and pedestrian/bicycle path system. [Previous Policy L-68] Policy L-9.3 Treat residential streets as both public ways and neighborhood amenities. Provide and maintain continuous sidewalks, healthy street trees, benches, and other amenities that favor pedestrianspromote walking and “active” transportation. [Previous Policy L-17] [L172] Program L9.3.1 Review standards for streets and signage and update as needed to foster natural, tree-lined streets with a minimum of signage. [NEW PROGRAM] [L173] Require new or redesigned parking lots to optimize pedestrian and bicycle safety. [NEW POLICY] [L165] Note: Moved to Transportation Element Goal T-5, section on Parking Design. Continue to use the El Camino Real Design Guidelines and the Zoning Ordinance to enhance the visual character of this corridor by addressing appropriate sidewalk widths and encouraging building forms, massing, and setbacks that relate to the street and the pedestrian, whether through traditional architectural forms or innovative new designs. Consider whether sidewalk widths and building setback should also be addressed along PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-59 other major thoroughfares such as Alma Street and Charleston Road. [(NEW PROGRAM) (Comp Plan Draft EIR Mitigation Measure AES-1)] [L167] Note: 1/30/2017 Council Motion to maintain this program failed. Involve tree owners in tree maintenance programs. [NEW PROGRAM] [L168] Note: Redundant with Natural Environment Element programs and policies on engaging residents and others to care for trees. PUBLIC SPACES Policy L-9.4 Maintain and enhance existing public gathering places and open spaces and integrate new public spaces at a variety of scales. [NEW POLICY] [L169] Policy L-9.5 Encourage use of data driven, innovative design methods and tactics and use data to understand to evaluate how different community members use public space. [NEW POLICY] [L155] Policy L-9.6 Create, Ppreserve and enhance the public parks and publicly accessible, shared outdoor gathering spaces within walking and biking distance of residential neighborhoods. Ensure that each residential neighborhood has such spaces. [Previous Policy L-15] [L170] Program L9.6.1 Analyze existing neighborhoods and determine where publicly accessible shared, outdoor gathering spaces are below the citywide average. Create new public spaces, including public squares, parks and informal gathering spaces in these neighborhoods. [NEW PROGRAM] [L171] GATEWAYS Policy L-9.7 Strengthen the identity of important community-wide gateways, including the entrances to the City at Highway 101, El Camino Real and Middlefield Road; the Caltrain stations; entries to commercial districts; and Embarcadero Road at El Camino Real, and between Palo Alto and Stanford. [Previous Policy L-71] [L174] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-60 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Program L9.7.1 Develop a strategy to enhance gateway sites with special landscaping, art, public spaces, and/or public buildings. Emphasize the creek bridges and riparian settings at the entrances to the City over Adobe Creek and San Francisquito Creek. [Previous Program L-72] [L175] URBAN FOREST Policy L-9.8 Incorporate the goals of the Urban Forest Master Plan, as periodically amended, into the Comprehensive Plan by reference in order to assure that new land uses recognize the many benefits of trees in the urban context and foster a healthy and robust tree canopy throughout the City. [NEW POLICY] [L176] Program L9.8.1 Establish incentives to encourage native trees, and low water use plantings in new development throughout the city. [NEW PROGRAM] [L177] Update City requirements regarding trees and other landscaping that capture and filter stormwater within surface parking lots to take advantage of new technology. [(Previous Policy L-76) (Converted to Program)] [L178] Moved to Transportation Element Goal T-5 section on Parking design and water quality. Consider Zoning Ordinance amendments for parking lot landscaping, includ- ing requiring a variety of drought-tolerant, relatively litter-free tree species capable of forming a 50 percent tree canopy within 10 to 15 years. Consider further amendments that would require existing nonconforming lots to come into compliance wherever possible.[Previous Program L-75] Encourage alternatives to surface parking lots to minimize the amount of land that must be devoted to parking, provided that economic andtraffic safety goals can still be achieved. [Previous Policy L-77] Evaluate parking requirements and actual parking needs for specific uses. Develop design criteria PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-61 based on a standard somewhere between average and peak conditions. [Previous Program L-76] Revise parking requirements to encourage creative solutions such as valet parking, landscaped parking reserves, satellite parking, and others that mini- mize the use of open land for parking. [Previous Program L-77] Encourage the use of Planned Community (PC) zoning for parking structures Downtown and in the California Avenue area. [Previous Program L-78] Policy L-9.9 Involve the Urban Forester, or appropriate City staff, in development review. [NEW POLICY] [L179] Policy L-9.10 Recognize the urban forest as City infrastructure to be maintained in accordance with applicable guidelines and requirements. [NEW POLICY] [L180] STREET TREES Enhance tree health and the appearance of streets and other public spaces through regular maintenance as well as tree and landscape planting and care of the existing canopy. [Previous Policy L-70] [L166] Note: Moved to Natural Environment Element Goal N-2, section on Protection and Expansion of urban forest. UTILITIES AND INFRASTRUCTURE Policy L-9.11 Design public infrastructure, including paving, signs, utility structures, parking garages and parking lots to meet high quality urban design standards and embrace technological advances. Look for opportunities to use art and artists in the design of public infrastructure. Remove or mitigate elements of existing infrastructure that are unsightly or visually disruptive. [Previous Policy L-79] [L181] Undertake a coordinated effort by the Public Works, Utilities, and Planning Departments to establish design standards for public infrastructure and ex- amine the effectiveness of City street, sidewalk and street tree maintenance programs. [Previous Program L-79] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-62 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Program L9.11.1 Continue the citywide undergrounding of utility wires. Minimize the impacts of undergrounding on street tree root systems and planting areas. [Previous Program L-80] [L182] Program L9.11.2 Encourage the use of compact and well-designed utility elements, such as transformers, switching devices, and backflow preventers, and telecommunications infrastructure. Place these elements in locations that will minimize their visual intrusion. [Previous Program L-81] [L183] Policy L-9.12 Provide utilities and service systems to serve all urbanized areas of Palo Alto and plan infrastructure maintenance and improvements to adequately serve existing and planned development. [(NEW POLICY) (PTC Policy L2.9, edited)] [L184] Develop an Infrastructure Master Plan that projects the future needs of streets, underground utilities, and all City assets and plans for the incorporation of new technology that improves efficiency and effectiveness. [(NEW PROGRAM) (PTC Program L2.9.1)] [L185] Note: Moved to telecommunications section of Safety Element. Program L9.12.1 Implement the findings of the City’s Infrastructure Blue Ribbon Committee and its emphasis for rebuilding our civic spaces. [(NEW PROGRAM) (PTC Program L2.9.8)] [L186] Program L9.12.2 Identify City-owned properties where combinations of wireless facilities can be co-located, assuming appropriate lease agreements are in place. [(NEW PROGRAM)(PTC Program L2.9.5)] [L187] BAYLANDS Palo Alto is committed to preservation of the Baylands as called for in the Baylands Master Plan, which is incorporated here by reference. [NEW POLICY] [L189] Note: Moved to Natural Environment Element Goal N-1 section on preserving and protecting the Baylands. PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT LAND USEREVISED COUNCIL DRAFT – MAY 1NOVEMBER 28, 20176 L-63 GOAL L-10 Maintain an economically viable local airport with minimal environmental impacts. PALO ALTO AIRPORT Policy L-10.1 Support the continued vitality and effectiveness of the Operate Palo Alto Airport (PAO) as a vital and efficient facility at its current level of operation without significantly increasing its intensity or intruding into open space areas. The Airport PAO should remain limited to a single runway and two fixed base operators minor expansion shall only be allowed in order to meet federal and State airport design and safety standards. [(Previous Policy T-57)] [L190] Program L10.1.1 Encourage Santa Clara County to rRelocate the terminal building away from the Runway 31 clear zone and closer to the hangars, allowing for construction of a new replacement terminal. [(Previous Program T-58)] [L191] Program L10.1.2 Update the Airport Layout Plan in accordance with Federal Aviation Administration requirements, as needed, while ensuring conformance with the Baylands Master Plan to the maximum extent feasible. [NEW PROGRAM] [L192] Program L10.1.3 Identify and pursue funding to address maintenance, safety and security improvements needed at PAO. [NEW PROGRAM] [L193] Policy L-10.2 Regulate land uses in the Airport Influence Area to ensure consistency with the Palo Alto Airport Comprehensive Land Use Plan and the Baylands Master Plan. [NEW POLICY] [L188] Policy L-10.3 Minimize the environmental impacts associated with PAO operations, including adverse effects on the character of surrounding open space, noise levels, and the quality of life in residential areas, as required by federal and State requirements. [NEW POLICY] [L194] Program L10.3.1 Establish and implement a system for processing, tracking and reporting noise complaints regarding local airport operations on an annual basis. [NEW PROGRAM] [L195] PALO ALTO COMPREHENSIVE PLAN LAND USE AND COMMUNITY DESIGN ELEMENT L-64 LAND USEREVISED COUNCIL DRAFT – NOVEMBER 28MAY 1, 20176 Program L10.3.2 Work with the airport to pursue opportunities to enhance the open space and habitat value of the airport. These include:  maintaining native grasses;  reconstructing levees to protect the airport from sea level rise while enhancing public access and habitat conservation; and  evaluating the introduction of burrowing owl habitat. This program is subject to federal wildlife hazard requirements and guidelines for airports. [NEW PROGRAM] [L196] Policy L-10.4 Provide public access to the Airport for bicyclists and pedestrians. [NEW POLICY] [L197] Program L10.4.1 Continue to Pprovide a planting strip and bicycle/pedestrian path adjacent to Embarcadero Road that is. consistent with the Baylands Master Plan and open space character of the baylands subject to federal and State airport regulations. [(Previous Program T-57)] [L198] Policy L-10.5 Address the potential impacts of future sea level rise through reconstruction of the Bayfront levee in a manner that provides protection for the Airport and greater habitat along the San Francisco Bay frontage. [NEW POLICY] [L199] Policy L-10.6 Encourage the use of alternatives to leaded fuel in aircraft operating in and out of Palo Alto Airport. [NEW POLICY] [L200] CITY OF PALO ALTO CITY COUNCIL ACTION MINUTES Page 1 of 12 Special Meeting January 30, 2017 The City Council of the City of Palo Alto met on this date in the Council Chambers at 5:07 P.M. Present: DuBois arrived at 5:15 P.M., Filseth, Fine, Holman, Kniss, Kou, Scharff, Tanaka, Wolbach Absent: Closed Session 1. CONFERENCE WITH CITY ATTORNEY-EXISTING LITIGATION Subject: Buena Vista MHP Residents Association v. City of Palo Alto, Santa Clara County Superior Court, Case No. 115-CV-284763 Subject Authority: Government Code Section 54956.9(d)(1). MOTION: Vice Mayor Kniss moved, seconded by Council Member Wolbach to go into Closed Session. MOTION PASSED:8-0 DuBois absent Council went into Closed Session at 5:07 P.M. Council returned from Closed Session at 6:06 P.M. Mayor Scharff announced no reportable action. Special Orders of the Day 2. Selection of Applicants to Interview on February 1, 2017 for the Historic Resources Board, the Parks and Recreation Commission, and the Planning and Transportation Commission. MOTION:Mayor Scharff moved, seconded by Council Member Holman to: A. Interview all new applicants for the Parks & Recreation Commission and the Planning & Transportation Commission; and Attachment E - January 30, 2017 and March 27, 2017 Action Minutes ACTION MINUTES Page 2 of 12 City Council Meeting Action Minutes: 1/30/17 B. Interview all previously interviewed applicants for the Parks & Recreation Commission and the Planning & Transportation Commission if they would like a second interview; and C. Limit Planning & Transportation Commission interviews to 10 minutes. SUBSTITUTE MOTION:Vice Mayor Kniss moved, seconded by Council Member XX to interview all new applicants for the Parks & Recreation Commission and the Planning & Transportation Commission. SUBSTITUTE MOTION FAILED DUE TO THE LACK OF A SECOND MOTION PASSED:9-0 Agenda Changes, Additions and Deletions None. Consent Calendar MOTION:Vice Mayor Kniss moved, seconded by Mayor Scharff to approve Agenda Item Numbers 3-4. 3. Approval of the Acceptance and Expenditure of Citizens Options for Public Safety (COPS) Funds on Various Law Enforcement Equipment and Approval of a Budget Amendment in the Law Enforcement Services Fund. 4. Resolution 9664 Entitled, “Resolution of the Council of the City of Palo Alto in Collaboration With the Cities of Redwood City, Menlo Park, and Mountain View Directing Staff to Participate in Sub-regional Planning on Bike Routes.” MOTION PASSED:9-0 Action Items 5. Comprehensive Plan Update: City Council Review & Direction Regarding the Draft Land Use & Community Design Element and the Revised Draft Transportation Element. MOTION:Council Member Wolbach moved, seconded by Mayor Scharff to direct Staff to include in the final Draft of the Comprehensive Plan Update: ACTION MINUTES Page 3 of 12 City Council Meeting Action Minutes: 1/30/17 A. Cumulative Cap: Policy L-1.10 would maintain a Cumulative Cap of 1.7 million square feet, which is the square footage remaining under the existing cap, focus the Cap on Office/R&D uses and apply it citywide rather than only in “monitored areas.” It would also exempt medical office uses in the Stanford University Medical Center (SUMC) area (the current cap does not apply to this geographic area), and require annual monitoring to assess the effectiveness of development requirements and determine whether the cap and the development requirements should be adjusted; and B. Annual Limit: Direct Staff to return with a permanent Ordinance addressing the Annual Limit, separate from the Comprehensive Plan Update; and C. Downtown Cap: Eliminate the Downtown cap found in existing Program L-8 and focus on monitoring development and parking demand. AMENDMENT:Council Member Filseth moved, seconded by Council Member DuBois to replace Part C of the Motion with, “retain the existing Downtown Cap for 45,000 square feet and exempt retail from the Cap.” INCORPORATED INTO THE AMENDMENT WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Amendment, “and hotels” after “exempt retail.” AMENDMENT RESTATED:Council Member Filseth moved, seconded by Council Member DuBois to replace Part C of the Motion with, “Program L-1.16.4 would retain a Downtown Cap of about 45,000 square feet for Office/R&D similar to Program L-1.16.2, and would also Cap new hotel development at 50,000 square feet.” AMENDMENT AS AMENDED FAILED:4-5 DuBois, Filseth, Holman, Kou yes AMENDMENT:Council Member Fine moved, seconded by Council Member Tanaka to add to Motion Part A, “with the exception of the Stanford Research Park” after “apply it citywide.” AMENDMENT FAILED:2-7 Fine, Tanaka yes ACTION MINUTES Page 4 of 12 City Council Meeting Action Minutes: 1/30/17 INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace Part B of the Motion with, “direct Staff to make permanent the Annual Limit Ordinance of 50,000 Square Feet, separate from the Comprehensive Plan Update.” AMENDMENT:Council Member Fine moved, seconded by Council Member XX to add to Motion Part C, “and initiate a community driven Specific Area Plan for the Downtown Area.” AMENDMENT WITHDRAWN BY THE MAKER AMENDMENT: Council Member DuBois moved, seconded by Council Member Holman to replace Part B of the Motion with, “Policy L-1.14 would perpetuate the interim annual limit of 50,000 square feet of Office/R&D and expand it to apply citywide, except that an additional 50,000 square footage allocation would be provided for the Stanford Research Park (SRP), and that allocation could be carried forward to future years if unused, up to the existing allowable square footage in the SRP. Stanford University Medical Center (SUMC) would be exempt from the annual limit. This exemption could be clarified to apply only to approved uses only if desired.” INCORPORATED INTO THE AMENDMEND WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Amendment, “establish a baseline traffic measure for the Stanford Research Park.” AMENDMENT AS AMENDED RESTATED: Council Member DuBois moved, seconded by Council Member Holman to replace Part B of the Motion with, “Policy L-1.14 would perpetuate the interim annual limit of 50,000 square feet of Office/R&D and expand it to apply citywide, except that an additional 50,000 square footage allocation would be provided for the Stanford Research Park (SRP), and that allocation could be carried forward to future years if unused, up to the existing allowable square footage in the SRP. Stanford University Medical Center (SUMC) would be exempt from the annual limit. This exemption could be clarified to apply only to approved uses only if desired. Establish a baseline traffic measure for the Stanford Research Park.” AMENDMENT AS AMENDED FAILED:3-6 DuBois, Holman, Kou yes MOTION AS AMENDED RESTATED:Council Member Wolbach moved, seconded by Mayor Scharff to direct Staff to include in the final Draft of the Comprehensive Plan Update: ACTION MINUTES Page 5 of 12 City Council Meeting Action Minutes: 1/30/17 A. Cumulative Cap: Policy L-1.10 would maintain a Cumulative Cap of 1.7 million square feet, which is the square footage remaining under the existing cap, focus the Cap on Office/R&D uses and apply it citywide rather than only in “monitored areas.” It would also exempt medical office uses in the Stanford University Medical Center (SUMC) area (the current Cap does not apply to this geographic area), and require annual monitoring to assess the effectiveness of development requirements and determine whether the Cap and the development requirements should be adjusted; and B. Annual Limit: Direct Staff to make permanent the Annual Limit Ordinance of 50,000 Square Feet, separate from the Comprehensive Plan Update; and C. Downtown Cap: Eliminate the Downtown Cap found in existing Program L-8 and focus on monitoring development and parking demand. MOTION AS AMENDED PASSED: 5-4 DuBois, Filseth, Holman, Kou no MOTION:Vice Mayor Kniss moved, seconded by Council Member Wolbach to maintain the current 50 foot height limit separate from the Comprehensive Plan Update, continuing as an Ordinance. AMENDMENT:Council Member Wolbach moved, seconded by Council Member XX to replace in the Motion, “the current 50 foot height limit separate from the Comprehensive Plan Update, continuing as an Ordinance” with “any but only existing language in the 1998 Comprehensive Plan relating to height limits.” AMENDMENT FAILED DUE TO THE LACK OF A SECOND AMENDMENT:Council Member Holman moved, seconded by Council Member Kou to add to the Motion, “include Policy L-6.7 and add possible, limited exceptions to the Fry’s and Cubberley sites. AMENDMENT FAILED: 3-6 DuBois, Holman, Kou yes MOTION PASSED:7-2 DuBois, Holman no Council took a break at 8:49 P.M. and returned at 9:00 P.M. ACTION MINUTES Page 6 of 12 City Council Meeting Action Minutes: 1/30/17 MOTION:Council Member Wolbach moved, seconded by Vice Mayor Kniss to direct Staff to exclude from the final draft of the Comprehensive Plan Update “child care” from the list of typical Neighborhood Commercial uses. MOTION PASSED:6-3 Filseth, Fine, Tanaka no MOTION:Council Member Fine moved, seconded by Council Member DuBois to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Pursue multifamily housing at the Stanford Shopping Center, provided adequate parking is maintained, as alluded to in Policy L-4.7 (the language could be strengthened); and B. Pursue multifamily housing in the Stanford Research Park, particularly along the El Camino Real frontage as alluded to in Program L-5.4.1 (the language could be strengthened); and C. Reinstate the language in previous Policy L-33 (now Policy L-4.12 and Program L-1.12.3) about housing potential in the Town & Country area; and D. Include a new program to pursue multifamily housing near Stanford University Medical Center (SUMC) and/or in the western part of the Stanford Research Park. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace Part B of the Motion with, “Program L-5.4.1 explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start-ups, retail, transit hub, and other community- supporting services that are compatible with the existing uses, to create a vibrant innovation-oriented community.” (New Part E) AMENDMENT: Council Member Holman moved, seconded by Vice Mayor Kniss to add to the Motion Part C, “which would be limited to second floor office conversion.” AMENDMENT WITHDRAWN BY THE MAKER AMENDMENT: Mayor Scharff moved, seconded by Council Member Holman to replace Part C of the Motion with, “not support housing in the Town & Country area.” AMENDMENT PASSED: 5-4 DuBois, Fine, Tanaka, Wolbach no ACTION MINUTES Page 7 of 12 City Council Meeting Action Minutes: 1/30/17 INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in Parts A and D of the Motion, “pursue” with “explore.” INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to remove from Motion Part D, “and/or in the western part of the Stanford Research Park.” INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion Part A, “and vibrant retail” after “adequate parking.” MOTION AS AMENDED RESTATED:Council Member Fine moved, seconded by Council Member DuBois to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Explore multifamily housing at the Stanford Shopping Center, provided adequate parking and vibrant retail is maintained, as alluded to in Policy L-4.7 (the language could be strengthened); and B. L-5.4.1 Explore with Stanford University various development options for adding to the Stanford Research Park a diverse mix of uses, including residential, commercial hotel, conference center, commercial space for small businesses and start-ups, retail, transit hub, and other community-supporting services that are compatible with the existing uses, to create a vibrant innovation-oriented community; and C. Not support housing in the Town & County area; and D. Include a new program to explore multifamily housing near Stanford University Medical Center (SUMC). MOTION AS AMENDED PASSED:9-0 MOTION:Council Member DuBois moved, seconded by Mayor Scharff to direct Staff to include in the final draft of the Comprehensive Plan Update, a new program to eliminate housing sites along San Antonio Road and increase residential densities in Downtown and the California Avenue Area to replace potential units on the sites eliminated. MOTION PASSED:6-3 Filseth, Kniss, Kou no MOTION:Council Member Fine moved, seconded by Vice Mayor Kniss to direct Staff to eliminate from the final draft of the Comprehensive Plan Update Development Requirements and Community Indicators. ACTION MINUTES Page 8 of 12 City Council Meeting Action Minutes: 1/30/17 INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “direct Staff to consider a Community Indicator Program as part of the next iteration of the Annual Performance Report or another on-going monitoring effort.” (New Part B) SUBSTITUTE MOTION:Council Member Holman moved, seconded by Council Member Kou to direct Staff to include in the final draft of the Comprehensive Plan Update: to articulate the purposes and topics for development requirements in the Comprehensive Plan, but develop details later via Comprehensive Plan program and reference tables L-1 and L-2 and include Staff comments regarding these tables and include references to Vehicle Miles Traveled (VMT) wherever Level Of Service (LOS) is included in the Comprehensive Plan. SUBSTITUTE MOTION FAILED:4-5 DuBois, Filseth, Holman, Kou yes SUBSTITUTE MOTION:Council Member Wolbach moved, seconded by Council Member Holman to direct Staff to include in the final draft of the Comprehensive Plan Update to articulate the purposes and topics for development requirements in the Comprehensive Plan, but develop details later via an implementation program excluding Comprehensive Plan Programs. SECOND WITHDRAWN BY THE SECONDER SUBSTITUTE MOTION FAILED DUE TO THE LACK OF A SECOND MOTION AS AMENDED RESTATED:Council Member Fine moved, seconded by Vice Mayor Kniss to direct Staff to include in the final draft of the Comprehensive Plan Update: A. Eliminate Development Requirements and Community Indicators in the Comprehensive Plan; and B. Direct Staff to consider a Community Indicator Program as part of the next iteration of the Annual Performance Report or another on-going monitoring effort. MOTION AS AMENDED PASSED:8-1 Holman no MOTION:Vice Mayor Kniss moved, seconded by Council Member Holman to direct Staff to include in the final draft of the Comprehensive Plan Update to create new opportunities for retail/residential mixed use and pursue conversion of some non-retail commercial Floor Area Ratio (FAR) to ACTION MINUTES Page 9 of 12 City Council Meeting Action Minutes: 1/30/17 residential FAR as alluded to in Policy L-6.12, this policy will be separated into two Programs, Program L-1.16.5, and Program L-1.12.3. MOTION PASSED:8-0-1 Tanaka abstain MOTION:Council Member Wolbach moved, seconded by Council Member Fine to direct Staff to include in the final draft of the Comprehensive Plan Update, Policy L-2.3 about encouraging a mix of housing types and sizes designed for greater affordability and Policy 3.4 about encouraging a mix of smaller housing types. MOTION PASSED:8-0-1 DuBois abstain MOTION:Council Member Holman moved, seconded by Council Member Fine to direct Staff to include in the final draft of the Comprehensive Plan Update Policy L-3.5 and associated Program L-3.5.1 regarding ways to minimize displacement of existing residents. MOTION PASSED:8-0-1 Tanaka abstain MOTION:Vice Mayor Kniss moved, seconded by Council Member Wolbach to direct Staff to include in the final draft of the Comprehensive Plan Update, policies and programs like Policy L-4.1, Program L-3.2.1, and Program L-6.12.4 about preserving ground floor retail space. MOTION PASSED:5-0-4 Filseth, Holman, Kou, Scharff abstain MOTION:Council Member DuBois moved, seconded by Council Member Kou to direct Staff to include in the final draft of the Comprehensive Plan Update, maintain Policy L-3.3 and/or Policy L-3.6 (some repetition can be eliminated) and associated Program L-3.3.1 about preserving existing housing that is affordable, such as small cottage clusters, removing from Program L-3.3.1, “and the replacement of rental housing units with ownership housing units.” MOTION PASSED:6-0-3 Kou, Tanaka, Wolbach abstain MOTION:Council Member Wolbach moved, seconded by Vice Mayor Kniss to direct Staff to include in the final draft of the Comprehensive Plan Update, Program L-1.16.5 (we will fix the numbering problem here) or L-7.12.1 (some repetition can be eliminated) to revise or consider revising the Transferable Development Rights (TDR) Program Downtown to create bonus residential rather than commercial square footage. MOTION PASSED:7-0-2 Filseth, Tanaka abstain ACTION MINUTES Page 10 of 12 City Council Meeting Action Minutes: 1/30/17 MOTION:Mayor Scharff moved, seconded by Council Member Tanaka to direct Staff to include in the final draft of the Comprehensive Plan Update, a program to explore increasing hotel Floor Area Ratio (FAR) from 2.0 to 3.0. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “in areas inside of Downtown and 2.5 in other areas.” MOTION AS AMENDED RESTATED:Mayor Scharff moved, seconded by Council Member Tanaka to direct Staff to include in the final draft of the Comprehensive Plan Update, a program to explore increasing hotel Floor Area Ratio (FAR) from 2.0 to 3.0 in areas inside of Downtown and 2.5 in other areas.” MOTION AS AMENDED PASSED:5-3-1 DuBois, Holman, Kou no, Filseth abstain MOTION:Council Member DuBois moved, seconded by Council Member Holman to direct Staff to include in the final draft of the Comprehensive Plan Update, Policy L-4.10 regarding enhancing the pedestrian environment along El Camino Real and Program L-9.4.1 specific to sidewalk widths and building design. MOTION FAILED:4-1-4 Fine no, Filseth, Kniss, Scharff, Wolbach abstain MOTION:Council Member DuBois moved, seconded by Council Member Holman to direct Staff to include in the final draft of the Comprehensive Plan Update converting Policy L-4.10 regarding enhancing the pedestrian environment along El Camino Real to a Program and maintain Program L-9.4.1 specific to sidewalk widths and building design. MOTION FAILED:3-5-1 DuBois, Holman, Kou yes, Fine abstain MOTION:Council Member DuBois moved, seconded by Council Member Filseth to direct Staff to eliminate from the final draft of the Comprehensive Plan Update Program L-4.2.1 regarding preparation of a Coordinated Area Plan for South El Camino (pp. L-48 through L-49). MOTION PASSED:6-2-1 Fine, Tanaka no, Filseth abstain MOTION:Council Member Holman moved, seconded by Council Member Filseth to direct Staff to restore in the final draft of the Comprehensive Plan Update, existing Policy L-6 language about preserving neighborhood character (“avoid abrupt changes in scale and density between residential and non-residential areas and between residential areas of different ACTION MINUTES Page 11 of 12 City Council Meeting Action Minutes: 1/30/17 densities. To promote compatibility and gradual transitions between land uses, place zoning district boundaries at mid-block locations rather than along streets wherever possible.”) This is in lieu of the new language proposed in Policy L-6.11. MOTION PASSED:5-2-2 Scharff, Wolbach no, Fine, Tanaka abstain MOTION:Council Member Wolbach moved, seconded by Council Member Fine to direct Staff to remove from the final draft of the Comprehensive Plan Update, all Programs from the Land Use Element, not required by State Law to be taken up at future dates as policy discussions and use the implementation section of the Plan to indicate the relative cost and priority of each Program. MOTION FAILED: 4-2-3 DuBois, Kou, no, Filseth, Holman, Scharff abstain MOTION:Council Member Wolbach moved, seconded by Council Member Fine to direct Staff to remove from the final draft of the Comprehensive Plan Update, all Programs from the Land Use Element, not required by State Law to be taken up at future dates as policy discussions and use the implementation section of the plan to indicate the relative cost and priority of each Program. MOTION PASSED:5-4 DuBois, Filseth, Holman, Kou no MOTION: Council Member DuBois moved, seconded by Mayor Scharff to remove all Programs from the Transportation Element. MOTION PASSED:6-1-2 Holman no, Filseth, Kniss abstain MOTION:Mayor Scharff moved, seconded by Council Member Filseth to continue the Revised Draft Transportation Element to a date uncertain. MOTION PASSED:9-0 MOTION:Council Member Holman moved, seconded by Council Member DuBois to continue the Land Use Element to a date uncertain. MOTION PASSED: 9-0 Inter-Governmental Legislative Affairs None. ACTION MINUTES Page 12 of 12 City Council Meeting Action Minutes: 1/30/17 Council Member Questions, Comments and Announcements None. Adjournment: The meeting was adjourned at 10:59 P.M. CITY OF PALO ALTO CITY COUNCIL ACTION MINUTES Page 1 of 8 Special Meeting March 27, 2017 The City Council of the City of Palo Alto met on this date in the Council Chambers at 4:34 P.M. Present: DuBois arrived at 5:35 P.M., Filseth arrived at 4:40 P.M., Fine, Holman arrived at 4:45 P.M., Kniss, Kou, Scharff, Tanaka, Wolbach Absent: Closed Session 1. CONFERENCE WITH REAL PROPERTY NEGOTIATORS Authority: Government Code Section 54956.8 Property: Terman Apartments, 4230-70 Terman Drive, Palo Alto, CA Agency Negotiators: James Keene, Lalo Perez, Hamid Ghaemmaghami, Hillary Gitelman Negotiating Parties: Terman Associates/G&K Management Co. and City of Palo Alto Under Negotiation: Option to Purchase – Price, Affordability Restrictions and Terms of Payment. MOTION:Vice Mayor Kniss moved, seconded by Council Member Wolbach to go into Closed Session. MOTION PASSED:6-0 DuBois, Filseth, Holman absent Council went into Closed Session at 4:36 P.M. Council returned from Closed Session at 5:48 P.M. Agenda Changes, Additions and Deletions None. Minutes Approval 2. Approval of Action Minutes for the March 6, 2017 Council Meeting. ACTION MINUTES Page 2 of 8 City Council Meeting Action Minutes: 3/27/17 MOTION:Mayor Scharff moved, seconded by Council Member Filseth to approve the Action Minutes for the March 6, 2017 Council Meeting. MOTION PASSED:9-0 Consent Calendar Council Members Filseth, Kou, and Tanaka registered no votes on Agenda Item Number 7- Adoption of a new Memoranda of Agreement With the Palo Alto Fire Chiefs' Association… MOTION:Council Member Fine moved, seconded by Council Member Wolbach to approve Agenda Item Numbers 3-7. 3. Approval of the Human Services Emerging Needs Fund Policy Providing Oversight of Accepting, Reviewing and Approval of Applications to This Fund. 4. Approval of Amendment Number 1 to Contract Number S16164688 to add $250,000 for a Total Not-to-Exceed Amount of $300,000 With Municipal Resources Group for Professional Human Resources Consulting Services. 5. Approval of a Contract With Artist Mary Lucking in the Total Not-to- Exceed Amount of $100,000 for the Design Development, Fabrication and Installation of Artwork Associated With the Highway 101 Bike and Pedestrian Bridge. 6. Approval of Five Separate Professional Services Agreements for General Electric and Gas Services Over a Three Year Term With all Subject to an Aggregate Not-to-Exceed Amount of $975,000, With: (1) Navigant Consulting; (2) Flynn Resource Consulting Inc.; (3) PA Consulting Group; (4) Optony Inc.; and (5) NewGen Strategies and Solutions, LLC. 7. Adoption of a new Memoranda of Agreement With the Palo Alto Fire Chiefs' Association and an Amendment to the Salary Schedule for Managers and Professional Personnel. MOTION FOR AGENDA ITEM NUMBERS 3-6 PASSED:9-0 MOTION FOR AGENDA ITEM NUMBER 7 PASSED:6-3 Filseth, Kou, Tanaka no ACTION MINUTES Page 3 of 8 City Council Meeting Action Minutes: 3/27/17 Action Items 10. PUBLIC HEARING: 900 N. California Avenue [15PLN-00155]: Appeal of the Planning and Community Environment Director's Architectural Review Approval of Three new Single-Family Homes, one With a Second Unit. Environmental Review: Categorically Exempt per CEQA Guidelines Section 15303(a) (New Construction or Conversion of Small Structures), Zoning District: R-1. Public Hearing opened at 6:12 P.M. Public Hearing closed at 6:55 P.M. MOTION:Council Member Wolbach moved, seconded by Vice Mayor Kniss to: A. Adopt a Record of Land Use Action, thereby denying the appeal, upholding the Director’s approval of an Architectural Review application based on a modified design removing two of the three previously proposed basements; and B. Find the proposed project exempt from review under the California Environmental Quality Act. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “direct Staff to schedule an Agenda Item for the Policy and Services Committee to review the City’s public noticing procedures.” (New Part C) INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “include notice on construction site with appropriate City contact information for complaints.” (New Part D) MOTION AS AMENDED RESTATED:Council Member Wolbach moved, seconded by Vice Mayor Kniss to: A. Adopt a Record of Land Use Action, thereby denying the appeal, upholding the Director’s approval of an Architectural Review application based on a modified design removing two of the three previously proposed basements; and B. Find the proposed project exempt from review under the California Environmental Quality Act; and ACTION MINUTES Page 4 of 8 City Council Meeting Action Minutes: 3/27/17 C. Direct Staff to schedule an Agenda Item for the Policy and Services Committee to review the City’s public noticing procedures; and D. Include notice on construction site with appropriate City contact information for complaints. MOTION PASSED AS AMENDED PASSED:9-0 8. PUBLIC HEARING: 670 Los Trancos Road [16PLN-00266]: Site and Design Review to Allow the Construction of a new Single Family House and Guest House With a Total of Approximately 10,960 Square Feet of Floor Area. Environmental Assessment: Categorically Exempt From California Environmental Quality Act (CEQA) Pursuant to Guidelines Section 15303 (New Construction or Conversion of Small Structures). Zoning District: OS. Public Hearing opened at 7:34 P.M. Public Hearing closed at 8:18 P.M. MOTION:Vice Mayor Kniss moved, seconded by Council Member Fine to adopt a Record of Land Use Action for a Site and Design application to allow the construction of a new two-story single family residence, detached guest house, and associated site improvements on the property at 670 Los Trancos Road. INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “including the following change: A. Add to the Conditions of Approval, ‘plant screening trees at the start of construction.’” INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to Part A of the Motion, “in addition to the required tree planting, the Applicant shall plant prior to the commencement of construction, fast growing vegetation and trees to further obscure the home during construction, subject to Urban Forestry review. These trees may be removed subject to the approval of the City's Arborist.” AMENDMENT:Council Member Kou moved, seconded by Council Member Wolbach to add to the Motion, “direct the Applicant to lower the accessory structure to below the ridgeline.” SECOND WITHDRAWN BY THE SECONDER ACTION MINUTES Page 5 of 8 City Council Meeting Action Minutes: 3/27/17 AMENDMENT FAILED DUE TO THE LACK OF A SECOND INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to add to the Motion, “direct the City Arborist to consider the appropriateness of Live Oak or other non-deciduous trees as mitigation screening trees.” (New Part B) MOTION AS AMENDED RESTATED:Vice Mayor Kniss moved, seconded by Council Member Fine to adopt a Record of Land Use Action for a Site and Design application to allow the construction of a new two-story single family residence, detached guest house, and associated site improvements on the property at 670 Los Trancos Road including the following changes: A. Add to the Conditions of Approval, “plant screening trees at the start of construction and, in addition to the required tree planting, the Applicant shall plant prior to the commencement of construction, fast growing vegetation and trees to further obscure the home during construction, subject to Urban Forestry review. These trees may be removed subject to the approval of the City's Arborist;” and B. Direct the City Arborist to consider the appropriateness of Live Oak or other non-deciduous trees as mitigation screening trees. MOTION AS AMENDED PASSED:9-0 Council took a break from 9:19 P.M. to 9:32 P.M. 9. PUBLIC HEARING: Adoption of two Ordinances to Update the City’s Below Market Rate (BMR) Housing Program as Recommended by the Finance Committee: (1) Repealing Municipal Code Section 16.47 (Non- residential Projects) and 18.14 (Residential Projects); and Adding a new Section 16.65 (Citywide Affordable Housing In-lieu Fees for Residential, Nonresidential, and Mixed Use Developments). The Proposed Ordinances are Exempt From the California Environmental Quality Act (CEQA) per Sections 15378(b)(4), 15305 and 15601(b)(3) of the State CEQA Guidelines (FIRST READING: December 12, 2016 PASSED: 5-3 Kniss, Scharff and Wolbach no) SECOND READING Continued From January 9, 2017. Public Hearing opened at 9:38 P.M. Public Hearing closed at 9:57 P.M. MOTION:Council Member Fine moved, seconded by Council Member Wolbach to adopt: ACTION MINUTES Page 6 of 8 City Council Meeting Action Minutes: 3/27/17 A. An Ordinance amending the City’s Below Market Housing Program; and i. Add Section 16.65.080(B)(3), “notwithstanding Section 16.65.080 (A) (5), the City Council may accept fees in lieu of the alternatives in Paragraph 1 provided it makes a finding that special circumstances justify payment of fees over provision of ownership units, such as a finding that the fees generated would result in more affordable units than those required to be provided on site or that funds are needed to finance a pending affordable housing project;” and B. An Ordinance updating the housing impact and in-lieu fees including updating the housing impact and in-lieu fees as follows: i. Set the Office/R&D housing impact fee at $35 per square foot; and ii. Maintain the Hotel housing impact fee at $20.37 per square foot; and iii. Maintain the Retail/Restaurant/Other housing impact fee at $20.37 per square foot; and iv. Set the Market-rate single family detached in-lieu fee at $50 per square foot; and v. Set the Market-rate single family attached in-lieu fee at $35 per square foot; and vi. Set the Market-rate Condominium in-lieu fee at $20 per square foot; and vii. Set the Market-rate rental housing impact fee at $20 per square foot; and C. Direct Staff to return in one year with a status update. SUBSTITUTE MOTION:Council Member Kou moved, seconded by Council Member DuBois to adopt on second reading: A. An Ordinance amending the City’s Below Market Housing Program; and B. An Ordinance updating the housing impact and in-lieu fees. SUBSTITUTE MOTION FAILED:4-5 DuBois, Filseth, Holman, Kou yes ACTION MINUTES Page 7 of 8 City Council Meeting Action Minutes: 3/27/17 AMENDMENT:Mayor Scharff moved, seconded by Vice Mayor Kniss to replace in Part B.iv. of the Motion, “$50” with “$90.” AMENDMENT RESTATED AND INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in Part B.iv. of the Motion, “$50” with “$75.” AMENDMENT:Council Member Holman moved, seconded by Council Member Filseth to replace in Part B.i. of the Motion, “$35” with “$50.” AMENDMENT FAILED:4-5 DuBois, Filseth, Holman, Kou yes AMENDMENT:Council Member Tanaka moved, seconded by Council Member XX to replace in Part B.iii. of the Motion, “$20.37” with “$15.” AMENDMENT FAILED DUE TO THE LACK OF A SECOND INCORPORATED INTO THE MOTION WITH THE CONSENT OF THE MAKER AND SECONDER to replace in Part B.v. of the Motion, “$35” with “$50” and replace in Part B.vi. of the Motion, “$20” with “$50.” MOTION AS AMENDED RESTATED:Council Member Fine moved, seconded by Council Member Wolbach to adopt: A. An Ordinance amending the City’s Below Market Housing Program; and i. Add Section 16.65.080(B)(3), “notwithstanding Section 16.65.080 (A) (5), the City Council may accept fees in lieu of the alternatives in Paragraph 1 provided it makes a finding that special circumstances justify payment of fees over provision of ownership units, such as a finding that the fees generated would result in more affordable units than those required to be provided on site or that funds are needed to finance a pending affordable housing project;” and B. An Ordinance updating the housing impact and in-lieu fees including updating the housing impact and in-lieu fees as follows: i. Set the Office/R&D housing impact fee at $35 per square foot; and ii. Maintain the Hotel housing impact feeat $20.37 per square foot; and iii. Maintain the Retail/Restaurant/Other housing impactfee at $20.37 per square foot; and ACTION MINUTES Page 8 of 8 City Council Meeting Action Minutes: 3/27/17 iv. Set the Market-rate single family detached in-lieu fee at $75 per square foot; and v. Set the Market-rate single family attached in-lieu fee at $50 per square foot; and vi. Set the Market-rate Condominium in-lieu fee at $50 per square foot; and vii. Set the Market-rate rental housing impact fee at $20 per square foot; and C. Direct Staff to return in one year with a status update. MOTION AS AMENDED PASSED:5-4 DuBois, Filseth, Holman, Kou no Inter-Governmental Legislative Affairs None. Council Member Questions, Comments and Announcements Council Member DuBois requested the Council have an opportunity to discuss Council meeting start times during the upcoming Council Retreat. Council Member Kou supported including such a discussion during the Council Retreat. Mayor Scharff agreed that such a discussion will be helpful. He pointed out that Council has certain amount of work that needs to be completed. He shared that starting meetings earlier, allowing meetings to end later, or reducing the number of Consent Items pulled for Council discussion are options to complete this work. He reported that late night meetings can take a toll on Staff Members, which is something the Council should take into consideration. Council Member DuBois suggested Council consider meeting every Monday each month. Council Member Kou suggested the Council hold meetings when a quorum is available instead of cancelling a meeting. Council Member Holman supported this discussion take place at the Council Retreat. Adjournment: The meeting was adjourned at 11:08 P.M. City of Palo Alto (ID # 7974) City Council Staff Report Report Type: Informational Report Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: Plan Bay Area 2040 Title: Plan Bay Area 2040 Status Update From: City Manager Lead Department: Planning and Community Environment Recommendation This is an informational report and no action is recommended. Executive Summary The Metropolitan Transportation Commission (MTC) and Association of Bay Area Governments (ABAG) have released a draft of their regional transportation and land use plan called Plan Bay Area 2040 as well as a Draft Environmental Impact Report (EIR) that analyzes potential impacts of the plan. Background materials about the plan and the planning process are provided in Attachment A. The draft plan itself can currently be viewed at: http://2040.planbayarea.org/sites/default/files/2017- 03/PBA_2040_033017%20web%20display.pdf and the Draft EIR will be available for review starting on April 17, 2017. Policy Implications The regional plan is important to Palo Alto because it articulates forecasted development patterns and demographic changes that will be used for planning purposes by local and regional agencies for the next several years and because it articulates a transportation investment strategy and other implemeting actions to address the issues of housing (including production, preservation, and protection), economic development, and resilience. This update to the regional plan is not leading to a new Regional Housing Needs Assessment (RHNA) cycle, which will coincide with the next update of the regional plan. City of Palo Alto Page 2 As indicated previously (CMR# 7499 from November 2016), the preferred scenario defined by ABAG and MTS contains somewhat lower projections of household and job growth than ABAG has used in the past, but these projections are similar to what the City expects the future to hold, as expressed in the Comp Plan EIR scenarios. Specifically:  The ABAG/MTC preferred scenario expects 24,560 new jobs in Palo Alto between 2010 and 2040, whereas the Palo Alto Comprehensive Plan Update EIR preferred scenario anticipates 9,850-11,500 new jobs between 2015 and 2030.  The ABAG/MTC preferred scenario expects 6,407 new households in Palo Alto between 2010 and 2040 whereas the Palo Alto Comp Plan EIR preferred scenario anticipates 3,545-4,420 new dwelling units between 2015 and 2030. (Households are not the same as dwelling units. In Palo Alto, a 5% vacancy rate is assumed to estimate the number of households based on the number of dwelling units.) Timeline If the City would like to provide formal comments on the draft plan or the Draft EIR, written comments may be submitted to the regional agencies by the close of business on May 31. Staff has not identified any critical issues requiring comments at this time. Attachments: Attachment A: PBA 2040 Process Summary incl. Action Plan and Public Outreach March 2017 (PDF) TO: Regional Advisory Working Group DATE: March 28, 2017 FR: Ken Kirkey and Matt Maloney, MTC and Miriam Chion, ABAG RE: Plan Bay Area 2040 – Document, Action Plan and Public Outreach MTC and ABAG plan to release Draft Plan Bay Area 2040 on March 31st. The Plan document and associated supplemental reports incorporate the last two years of planning and outreach, including the forecasted development pattern, the transportation investment strategy, and the regional context of economic and demographic change. The Draft Plan also includes a Draft Action Plan, which delves more deeply into short- and medium-term actions to address issue areas where the Plan itself falls short. Later this month, MTC and ABAG will release the associated Draft Environmental Impact Report (EIR) for the Plan, identifying impacts and mitigation measures as required by the California Environmental Quality Act. Over the next two months, staff will be seeking feedback on the Draft Plan, Draft Action Plan, Draft EIR, and other associated reports from policymakers and the public across the nine-county region. Comments on the various documents will be reviewed during the revision process this summer, and staff will provide a summary to joint MTC Planning Committee / ABAG Administrative Committee in June. Plan Document Release The Draft Plan can be accessed at http://2040.planbayarea.org. Although it is best accessed using the website – which works on desktop computers, tablets, and smartphones – users can also download a PDF copy if they would like to print the Plan at home. Limited paper copies will be made available to elected officials and other members of the public on an as-needed basis. Numerous supplemental reports are also available on the website, as will the Draft EIR when it is released. The Draft Plan incorporates the Final Preferred Scenario1 adopted by MTC and ABAG in November, with two important improvements. First, the Draft Plan provides a narrative to orient the regional planning process in the context of the current housing crisis and data from our Vital Signs performance monitoring work. Second, the Draft Plan incorporates a Draft Action Plan as its final chapter in accordance with policy direction approved by MTC and ABAG in November. Staff looks forward to receiving feedback on these elements. 1 The MTC Commission and ABAG Executive Board approved the Final Preferred Scenario of Plan Bay Area 2040 on November 17, 2016. The Preferred Scenario included a growth pattern for housing, population and jobs as well as a list of transportation investments through 2040. After adoption, the Preferred Scenario became the Proposed Plan, which is fully described in the Draft Plan Document and forthcoming Draft EIR. Agenda Item 2 Regional Advisory Working Group Agenda Item 2 March 28, 2017 Page 2 Draft Action Plan At the same time MTC and ABAG adopted the Final Preferred Scenario, they also approved the creation of an Action Plan to “identify concrete near- and medium-term action items for MTC, ABAG, and other stakeholders to make meaningful progress on the Plan’s performance targets.” Since then, staff have solicited policy and implementation ideas from the Regional Advisory Working Group, the Policy Advisory Council and County Congestion Management Agencies. The Draft Action Plan is the culmination of that input and provides strategic direction on three issue areas: housing, economic development and resilience. Attachment A includes the Draft Action Plan, which can also be found online as part of the Draft Plan document. Road to Adoption In January, MTC staff presented the proposed public engagement strategy for the release of the draft Plan to MTC’s Planning Committee. Staff is moving forward with a range of outreach methods, including open houses, public hearings, presentations to local elected officials and the Native American Tribal Summit, community outreach, online survey and media briefing webinar. A general timeline is included below and a more detailed outreach schedule is in Attachment B. • March 31: Draft Plan and associated supplemental reports released to the public • April – May: Local elected official presentations at CMA meetings in each county • April 17: Draft EIR released to the public • May: Open houses in each county, public hearings across the region, and outreach events with community-based organizations • May 31: end of Draft Plan and Draft EIR comment periods • June 9: presentation to joint MTC Planning/ABAG Administrative Committee on outreach meetings and other public feedback • July: final adoption of Plan Bay Area 2040 (Plan, Action Plan, and EIR) by MTC and ABAG Attachments: • Attachment A: Plan Bay Area 2040 Draft Action Plan • Attachment B: Detailed Outreach Schedule • Presentation MM:kv&dv J:\PROJECT\2017 RTP_SCS\RAWG\2017\04_RAWG_Apr 2017\2_pba40_release.docx Regional Advisory Working Group Attachment A March 28, 2017 Agenda Item 2 Page 1 1 Chapter 5 – Draft Plan Bay Area 2040 Action Plan *Note: This chapter is preliminary and may be refined based upon further input. The Bay Area's housing and transportation crisis reflects the cumulative impacts of the region’s robust job market and acute failure to keep pace with housing need, especially near growing job centers. Plan Bay Area 2040 projects these problems will intensify if the region does not take significant corrective steps. As a path forward, MTC and ABAG developed an “Action Plan” to focus on performance targets where the plan is moving in the wrong direction, as well as emerging issues that require proactive regional policy solutions. MTC and ABAG propose a multi-pronged strategy to address housing affordability, the region’s widening income disparities and economic hardships faced by low and middle-income workers, and finally the Bay Area’s vulnerabilities to natural disasters such as earthquakes and floods. These three issue areas – Housing, Economic Development, and Resilience – form the core of the Action Plan. Sidebar: Connection to Targets The recommendations in this Action Plan address multiple performance target areas. Housing: Share of income spent on housing and transportation costs, displacement risk, and affordable housing Economic development: Access to jobs, middle wage job creation, and pavement maintenance Resilience: Climate protection, open space protection, and healthy and safe communities Similar to past regional achievements related to the environment, transportation, and economy, successfully addressing these needs during the implementation of Plan Bay Area 2040 will require a shared commitment among regional policymakers, local governments, and civic organizations. Housing Production, Preservation, and Protection Regional agencies currently lack the tools, resources, and authority to directly address the issues of production, affordability, and displacement identified earlier in “The Bay Area Today.” In response, the Action Plan recommends strengthening and expanding existing regional housing initiatives and pursuing more ambitious policy solutions at the state, regional, and local levels. Regional agencies are committed to partnering with local governments, business leaders, and non-governmental organizations to identify and implement game-changing housing solutions. Sidebar: What actions have the regional agencies already implemented for housing? To date, regional agencies have largely focused housing actions on funding planning grants, conducting the Regional Housing Needs Allocation (RHNA), allocating transportation funds to reward cities that plan for and produce housing, using existing fund sources for limited direct investments in affordable housing, providing best practices and technical assistance, and advocating for statewide legislative proposals to reduce barriers to housing production. Regional Advisory Working Group Attachment A March 28, 2017 Agenda Item 2 Page 2 2 More specifically, MTC and ABAG have: • Produced Regional Housing Needs Allocations (RHNA) and monitored RHNA performance by income-level • Invested in the Transit Oriented Affordable Housing (TOAH) revolving loan fund • Linked approximately $600 million in One Bay Area Grant (OBAG) funds to the adoption of an state certified housing element and conditioned nearly $20 billion in transit expansion priorities on minimum zoning densities via MTC’s TOD policy • Awarded 51 PDA Planning grants to-date, which have led to increased zoning capacity for 70,000 housing units, 110,000 jobs and 26 million sq. ft. of commercial development. PDA Plans remove barriers to infill development by creating a predictable permitting process aligned with community objectives. • Adopted a new OBAG framework in 2016 to increase incentives and direct investments for affordable housing • Convened regional committees for housing including the Housing Forum, Housing Subcommittee of the Regional Planning Committee, and the upcoming Committee for Affordable and Sustainable Accommodations (CASA) • Supported CEQA modernization and created an online guide to CEQA streamlining provisions Two upcoming endeavors will improve the region’s ability to address its chronic housing affordability challenges. The integration of MTC and ABAG staff will lead to more effective long-range planning and increase the region’s housing policy capacities. The newly created Committee for Affordable and Sustainable Accommodations (CASA) will bring together diverse interests to develop a bold new strategy for housing preparation and production. This work will likely evaluate and recommend a range of legislative, regulatory, financial, and market-related measures needed to provide for the region’s housing needs at all income levels. Sidebar: CASA MTC and ABAG are coordinating the Committee for Affordable and Sustainable Accommodations (CASA). This multi-sector blue-ribbon committee will bring together diverse interests to identify game-changing solutions to the region’s chronic housing affordability challenges. Core to this strategy will include an effort to replicate the region’s success in generating local revenues for transportation by pursuing a regional “self-help” strategy for funding housing investments. A multi-county fee or bond measure, for example, could be among the suite of recommendations put forward by CASA. This Action Plan makes the following recommendations for Housing: Housing Actions Partners and Timeframe Advance funding and legislative solutions for housing: Implement the recommendations of CASA, in coordination with ABAG’s Regional Planning Committee. MTC/ABAG, CASA committee, local jurisdictions 2 years Regional Advisory Working Group Attachment A March 28, 2017 Agenda Item 2 Page 3 3 Housing Actions Partners and Timeframe Continue recent housing successes: Implement the housing initiatives adopted in the One Bay Area Grant (OBAG) program, including the Naturally Occurring Affordable Housing (NOAH) preservation fund, JumpStart program, and funding for transportation conditioned on RHNA performance (80k by 2020 initiative). MTC/ABAG, CMAs 4 years Spur housing production at all income levels and invest directly in affordable housing: Seek to include housing provisions or conditions in upcoming new funding sources (including planning grants), analyze applicability for additional regional funding sources to incentivize housing production and affordability. Continue to monitor and evaluate PDA performance. MTC/ABAG, the Partnership, regional leaders 2-4 years Use housing performance to prioritize funding for long-range transportation projects: Continue to evolve RTP/SCS Project Performance methods to seek stronger alignment between prioritizing transportation projects and housing performance. MTC/ABAG, CMAs 4 years Strengthen policy leadership on housing: Expand and transform regional agency technical assistance for local jurisdictions tailored to both Bay Area-wide challenges and challenges unique to specific parts of the region. Focus areas for technical assistance could include guidance on implementing state legislation for housing production, guidance on housing preservation and community stabilization policies and coordination of neighboring jurisdictions along transit corridors and in sub- regions to identify shared solutions to housing challenges. MTC/ABAG, local jurisdictions 2 years Close data gaps for housing: Continue to collect, analyze, and disseminate information about housing opportunity sites, zoning, development trends and policy implementation by local governments to inform local, regional, and state policy development and evaluation; create accessible database of major development and publicly owned sites. MTC/ABAG 1-4 years Economic Development Creating a more affordable region also requires a Bay Area economy with greater economic opportunity and mobility for all of the regions residents and jurisdictions. The Action Plan recommends expanding regional economic development capacity through establishing an Economic Development District while also focusing on increasing pathways to middle-wage jobs, preserving infrastructure, and increasing affordable transportation access to job centers. Regional Advisory Working Group Attachment A March 28, 2017 Agenda Item 2 Page 4 4 Regional agencies – in partnership with business, workforce agencies and local jurisdictions – are working to establish a regional Economic Development District and accompanying Economic Development Strategy. This work will advance regional solutions related to business expansion and retention, workforce training, housing and workspace, and infrastructure improvements. This work will also enable the region to compete for public and private funding that can help leverage local assets in places poised for growth, particularly in communities of concern and other economically distressed areas. Long-term economic growth also requires infrastructure investment. While the region has made substantial transportation investments, it still has unmet capital maintenance needs exceeding $50 billion and some of the worst transit crowding and traffic congestion in the nation. Relieving transit crowding and increasing transit access will require broad regional coordination and planning as well as significant state-funding shortfalls related to transportation maintenance and infrastructure. The region should also continue advocating for increases in funding for critical expansion projects, as well as maintenance of existing infrastructure. This Action Plan makes the following recommendations for Economic Development: Economic Development Actions Partners and Timeframe Coordinate regional economic solutions and increase funding for economic development: Continue work on developing the region’s Economic Development District and implement the action plan of the Comprehensive Economic Development Strategy. MTC/ABAG, economic organizations, EDA, megaregional partners 1-2 years Strengthen middle-wage job career paths for goods movement: Implement the recommendations of the Megaregional Goods Movement Cluster Study, which will focus on emerging industries and middle-wage jobs. MTC/ABAG, freight businesses, megaregional partners 1-4 years Increase transportation access to growing job centers: Broaden core capacity transit study partnership to cover a larger geography to plan for major transportation capital investments; move forward on planning efforts for a second Transbay Tube; continue to evaluate a means-based fare or other methods for reducing transportation costs for lower-wage workers. MTC/ABAG, transit agencies, the Partnership, megaregional partners 2-4 years Preserve existing infrastructure: Advocate for new revenues for transportation, and continue focus on “fix it first” investments in keeping with long-standing MTC policy. MTC/ABAG, state legislature 1 year Preserve and enhance existing industrial lands: Establish criteria for Priority Production Areas to encourage local jurisdictions to plan for space needed for manufacturing, distribution and repair while ensuring ways of meeting other critical needs such as housing. MTC/ABAG, local jurisdictions 2-4 years Regional Advisory Working Group Attachment A March 28, 2017 Agenda Item 2 Page 5 5 Resilience In response to emerging and increasingly pressing threats to the Bay Area’s communities, ecosystem and economy, the Action Plan recommends continuing and expanding existing resilience efforts and developing creative funding solutions to implementing resilience projects. Regional agencies have initiated several programs advancing resilience against sea level rise, flooding, and extreme events including earthquakes. In 2010, the Bay Conservation and Development District (BCDC) kicked off the Adapting to Rising Tides program, which evaluated vulnerability and risk along the shoreline of several communities and continues to be a platform for sharing best practices. More recently, the Bay Area Regional Collaborative (BARC), along with BCDC, have been awarded planning and design grants for assessing transportation vulnerability and developing design solutions for climate-related challenges. Sidebar: Recent Funding Successes for Resilience Two recent grant awards will significantly advance the regional dialogue on climate vulnerability and develop workable solutions: • Caltrans and BATA allocated $1.2 million to continue to conduct a regional vulnerability assessment for transportation infrastructure, Priority Development Areas (PDA), Priority Conservation Areas (PCA) and disadvantaged and vulnerable communities. In addition to a regional vulnerability assessment, the project goals include developing a regional framework for identifying solutions and strategies to address vulnerability on an ongoing basis. • The Rockefeller Foundation awarded a $4.6 million grant to create the Bay Area: Resilient by Design Challenge. Bay Area leaders will work with international design teams to develop innovative and implementable design solutions for climate-related challenges in 10 sites across the Bay Area region. This project will last through 2018. Regional agencies have also collaborated with the Environmental Protection Agency, FEMA, and the California Earthquake Authority on recommendations for resilient housing, both for earthquakes and flooding. This collaboration established the Resilient Housing Policy Initiative that helps jurisdictions access analysis and policy tools for the seismic retrofit of existing housing. The region should expand these efforts through outreach and technical assistance, as well as develop financial solutions to resilient housing and green infrastructure, especially for communities with high social vulnerability and exposure to natural hazards. This Action Plan makes the following recommendations for Resilience: Resilience Actions Partners and Timeframe Develop a regional governance strategy for climate adaptation projects: Develop an institutional strategy for managing, coordinating, and implementing regional and local projects related to sea level rise. BARC, MTC/ABAG, BCDC, Caltrans, local jurisdictions 2-4 years Regional Advisory Working Group Attachment A March 28, 2017 Agenda Item 2 Page 6 6 Resilience Actions Partners and Timeframe Provide stronger policy leadership on resilient housing and infrastructure: Expand guidance on resilient housing policies for earthquake, flooding, and fire, working in coordination with state and federal agencies and focusing on communities with high social vulnerability and exposure to natural hazards. Strengthen infrastructure lifelines to ensure that utilities can provide services under a variety of conditions and future scenarios. MTC/ABAG, local jurisdictions 1-4 years Create new funding sources for adaptation and resilience: Pursue new funding opportunities, including innovative financing, for retrofits of buildings, retrofits of existing infrastructure, and infrastructure solutions to protect against flooding, earthquakes, and exposure to environmental health risks. MTC/ABAG, BARC, BCDC 1-4 years Establish and provide a resilience technical services team: Broadly share best practices and grant opportunities for climate adaptation and natural hazard mitigation. Continue to assess vulnerabilities and identify workable solutions through public and private avenues. Integrate resilience into Priority Development Area (PDA) planning. BARC, MTC/ABAG, BCDC 1-2 years Expand the region’s network of natural infrastructure: Coordinate regional programs to preserve and expand natural features that reduce flood risk, strengthen biodiversity, enhance air quality, and improve access to urban and rural public space. Leverage existing initiatives—including Priority Conservation Areas (PCAs), the Resilient by Design Challenge, San Francisco Estuary Partnership, and Bay Restoration Authority—and partner with special districts and cities. MTC/ABAG, BCDC, jurisdictions, utilities 1-4 years Establish the Regional Advance Mitigation Program (RAMP): Advance mitigation for infrastructure projects to strengthen regional biological conservation priorities. Work to secure off-site compensatory mitigation lands for multiple infrastructure projects in- advance of environmental reviews to improve both project delivery and conservation outcomes. MTC/ABAG, Caltrans, RAMP coalition 1-4 years Regional Advisory Working Group Attachment B March 28, 2017 Agenda Item 2 1 Plan Bay Area 2040 Outreach Schedule After a multi-year planning effort, the Draft Plan Bay Area 2040 will be released for public review and comment on March 31, 2017. With this major milestone comes a round of public engagement, including nine open houses and three public hearings. Open Houses and Public Hearings Venue/ Address Date/ Time Alameda County Open House Fremont City Hall (City Council Chambers) 3300 Capitol Avenue Fremont Thursday, May 4 6:30 p.m. to 8:30 p.m. Contra Costa County Open House Embassy Suites (Contra Costa Ballroom) 1345 Treat Blvd. Walnut Creek Wednesday, May 10 6:30 p.m. to 8:30 p.m. Marin County Public Workshop and Open House Mill Valley Community Center 180 Camino Alto Mill Valley Saturday, May 20 8:30 a.m. Registration/Open House 9 a.m. Presentation Napa County Open House Elks Lodge 2840 Soscol Avenue Napa Monday, May 15 6 p.m. to 8 p.m. San Francisco Open House Bay Area Metro Center 375 Beale Street San Francisco Wednesday, May 17 6:30 p.m. to 8:30 p.m. San Mateo County Open House Sequoia High School (Multi-Purpose Room) 1201 Brewster Avenue Redwood City Thursday, May 4 6:30 p.m. to 8:30 p.m. Santa Clara County Open House Marriott Hotel (San Jose Ballroom IV-VI) 301 S. Market Street San Jose Monday, May 22 6:30 p.m. to 8:30 p.m. Solano County Open House Solano County Events Center 601 Texas Street Fairfield Monday, May 15 6 p.m. to 8 p.m. Sonoma County Open House Finley Community Center 2060 W. College Ave. Santa Rosa Monday, May 22 6 p.m. to 8 p.m. Public Hearing in San Francisco Joint MTC Planning/ ABAG Administrative Committees Bay Area Metro Center, 375 Beale Street San Francisco Friday, May 12 9:40 a.m. or immediately following Legislation Committee, whichever occurs later Public Hearing in San Jose MLK Library (Room 225) 150 E. San Fernando Street San Jose Tuesday, May 16 6 p.m. to 8 p.m. Public Hearing in Vallejo Vallejo Naval and Historical Museum 734 Marin Street Vallejo Thursday May 18 6 p.m. to 8 p.m. In addition to the open houses and public hearings, we will hold four meetings with community- based organizations and nine briefings with elected officials (one in each county) during the months of April and May. The deadline for public comment is 4 p.m., June 1, 2017. Submit comments to info@PlanBayArea.org. April 4, 2017Regional Advisory Working Group Ken Kirkey, MTC RELEASE OF DRAFT PLAN The Road So Far Spring 2015Initial outreach for Plan Bay Area 2040 and performance framework September 2015 –May 2016Project performance assessment and scenario evaluationSecond round of outreach June –September 2016Preparation and presentations of Draft Preferred Scenario November 2016Adoption of Final Preferred Scenario November 2016 –March 2017Preparation of Draft Plan, Draft Action Plan and Draft EIR March 31Plan Document Release 2 Fall 2015Adoption of Plan Targets 23% 77% 21% 33% 46% outside PDA in PDA Inland, Coastal, Delta Bayside Big 3 Cities Similar to Plan Bay Area, the Draft Plan focuses growth in the core of the region. Where will the region plan for the 820,000 new households? 30% 40% 30% 2010: 2.6 millionhouseholds 34% 38% 28% 2040: 3.4 million households 3 45% 55% 17% 40% 43% outside PDA in PDA Inland, Coastal, Delta Bayside Big 3 Cities Fewer strategies exist to encourage shifts in job locations –meaning that the West Bay and South Bay remain primary centers. Where will the region plan for the 1.3 million new jobs? 33% 41% 26% 36% 41% 23% 2010:3.4 million jobs 2040:4.7 million jobs 4 Transportation investments support land use through emphasis in operations, maintenance, and modernization $152 billion 50% $66 billion 22% $49 billion 16% $31 billion 10% $5 billion 2% Plan Bay Area 2040 Funding Distribution in Year-Of-Expenditure $ Operate and Maintain - TransitOperate and Maintain - Roads/Freeways/BridgesModernize Expand Debt Service and Cost Contingency 90% 10% Operate, Maintain, and Modernize Expand Existing System 5Total = $303 Billion The Draft Plan meets our environmental goals, but it does not solve the region’s affordability issues. TARGET ACHIEVED (5) Climate Protection Adequate Housing Open Space and Agricultural Preservation Middle-Wage Job Creation Goods Movement/ Congestion Reduction RIGHT DIRECTION (4) Healthy and Safe Communities Affordable Housing Non-Auto Mode Shift Road MaintenanceTransit Maintenance WRONG DIRECTION (4) Housing + Transportation Affordability Displacement Risk Access to Jobs PERFORMANCETARGETSUMMARY FOR THE DRAFTPLAN 6 •The Draft Plan, including the Draft Action Plan, was released for public comment on March 31. •The Draft EIR is slated for releaselater this month. •Comments on all of these draft documents will be accepted through June 1, 2017. Section 1 –The Bay Area Today Section 2 –What is Plan Bay Area 2040? Section 3 –Forecasting the Future Section 4 –Strategies and Performance Section 5 –Action Plan 16 Supplemental Reports 7 Read the Draft Plan online at: http://2040.planbayarea.org Environmental Impact Report 55 day comment period for Draft Plan 45 day comment period for Draft EIR Per SB 375: Overview of Plan Document 8 Section 1: The Bay Area Today •Provides context for the overall Plan •Highlights existing regional challenges –with a central focus on the housing crisis •Links the Plan to Vital Signs performance monitoring work Section 2: What is Plan Bay Area 2040? •Explains what the Plan is –a regional blueprint for growth and investment •Highlights the goals and targets of the Plan Overview of Plan Document 9 Section 3: Forecasting the Future •Discusses overall forecasts for regional population, jobs, and housing through 2040 •Catalogues expected transportation revenue availability and flexibility over the next two decades Section 4: Strategies and Performance •Delves into the specifics of the Final Preferred Scenario –land use policy assumptions, growth distributions, and transport funding priorities •Indicates successes and shortcomings based on targets Housing Economic Development Resilience Overview of Plan Document 10 Section 5: Action Plan •Summarizes progress on Plan Bay Area implementation to date •Proposes specific shorter-term actions focused on areas where Plan falls short: affordability, displacement risk, access to jobs, road maintenance Draft Action Plan: Housing 11 Proposed Housing Actions 1 Advance funding and legislative solutions for housing 2 Continue recent housing successes 3 Spur housing production at all income levels and invest directly in affordable housing 4 Use housing performance to prioritize funding for long-range transportation projects 5 Strengthen policy leadership on housing 6 Close data gaps for housing Draft Action Plan: Economic Development 12 Proposed Economic Development Actions 1 Coordinate regional economic solutions & increase funding for economic development 2 Strengthen middle-wage job career paths for goods movement 3 Increase transportation access to growing job centers 4 Preserve existing infrastructure 5 Preserve and enhance existing industrial lands Draft Action Plan: Resilience 13 Proposed Resilience Actions 1 Develop a regional governance strategy for climate adaptation projects 2 Provide stronger policy leadership on resilient housing and infrastructure 3 Create new funding sources for adaptation and resilience 4 Establish and provide a resilience technical services team 5 Expand the region’s network of natural infrastructure 6 Strengthen conservation efforts through funding advance mitigation Outreach Schedule 14 9 briefings of elected officials (one in each county) •During the months of April and May4meetings with community-based organizations (CBOs) •Throughout the month of May3public hearings on the Draft Plan and Draft EIR •In San Francisco, San Jose and Vallejo in May9open houses (tentative, check www.PlanBayArea.org for updates) •Alameda County: Fremont –May 4 –6:30 PM •Contra Costa County: Walnut Creek –May 10 –6:30 PM •Marin County (workshop/open house): Mill Valley –May 20 –8:30 AM •Napa County: Napa –May 15 –6 PM •San Francisco County: San Francisco –May 17 –6:30 PM •San Mateo County: Redwood City –May 4 –6:30 PM •Santa Clara County: San Jose –May 22 –6:30 PM •Solano County: Fairfield –May 15 –6 PM •Sonoma County: Santa Rosa –May 22 –6 PM Submit comments anytime through June 1 at info@PlanBayArea.org. 15 Based on feedback received, staff will finalize the Draft Plan and Draft EIR, preparing for MTC/ ABAG consideration for adoption in July. City of Palo Alto (ID # 7987) City Council Staff Report Report Type: Informational Report Meeting Date: 5/1/2017 City of Palo Alto Page 1 Summary Title: AT&T Property for Parkland Title: Parks and Recreation Commission Recommendation to Explore the Potential Sale by AT&T and Purchase by City of Palo Alto of a Portion of a Parcel at 3350 Birch Street, Palo Alto, Adjacent to Boulware Park, for Parkland From: City Manager Lead Department: Community Services RECOMMENDATION This is an informational report and no action is required at this time. The Parks and Recreation Commission (PARC) has considered and recommended that the City Council explore the potential sale of AT&T owned land adjacent to Boulware Park at 3350 Birch Street, for possible purchase by City of Palo Alto for dedicated parkland (See Attachment B). Staff is evaluating next steps and providing this report to inform the City Council of the pending issue and will return to the Council for action in the near future. BACKGROUND In Fall 2016, staff learned that a section of a property owned by Pacific Bell Telephone Company (referred to as the AT&T property) in the City of Palo Alto would likely be made available for purchase. The Parks and Recreation Commission, along with residents in the Ventura neighborhood have expressed their strong support for the City to consider purchase of the property. The 1.65 acre (71,807 square feet) property is located at 3350 Birch Street in the Ventura neighborhood and is bounded by Chestnut Street to the east, Ash Street to the south and Lambert Avenue to the west (Attachment A). The General Plan designation for the property is Major Institution/Special Facilities and the Zoning is Public Facility. A large building exists on the northeast corner of the parcel while the remaining parcel is vacant. This property is owned by Pacific Bell Telephone Company, with AT&T being the regulated entity. At this time, AT&T plans to separate the land at the above location and then competitively market it for sale. The area of the parcel that would be made available for sale is estimated at 0.64 acre (27,832 square feet) and is a vacant section of the parcel. AT&T has not completed its internal approvals to sell the property which will be another step in the process. City of Palo Alto Page 2 At the intersection of Chestnut and Ash Streets and opposite the AT&T property sits Boulware Park, a 1.5 acre neighborhood park. The park includes two children’s playgrounds, a basketball court, two picnic areas with barbecues, benches and a short perimeter pathway. The area surrounding both the AT&T property and Boulware Park is a mix of residential and commercial land uses. POLICY IMPLICATIONS The draft Parks, Trails, Natural Open Space and Recreation Master Plan includes a policy aimed at expanding parkland inventory using the National Recreation and Park Association standard of 4 acres/1,000 residents as a guide. The policy states that parkland should expand with population, be well distributed across the community and be of sufficient size to meet the varied needs of neighborhoods and the broader community. The maximum service area of a park should be ½ mile. Palo Alto does not currently meet the standard and acquiring this property and dedicating it as parkland would get the City closer to achieving it. Staff is in the process of analyzing the potential purchase of the property by the City and is including the distance to other neighborhood parks, population density and compatibility with the Draft Parks, Trails, Natural Open Space and Recreation Master Plan in the analysis. Additional considerations will be cost, available funding and prioritization over additional City parks and recreation projects that also require a funding source (for example, development of the 10.5 acre property in the Baylands), and criteria for designating priority of parks for funding, acquisition, or improvement. To the extent such decisions require general funds, implications for the Citywide Capital Improvement Program need to be reviewed and considered. Attachments:  Attachment A: Site location  Attachment B - AT&T Purchase Memo to Council Attachment A Attachment B 1 MEMORANDUM April 3, 2017 TO: City Council FROM: Parks and Recreation Commission SUBJECT: Recommendation to explore opportunity to purchase the parcel owned by AT&T at 3350 Birch Street, Palo Alto for parkland use. The Parks and Recreation Commission strongly recommends full investigation of the opportunity to purchase the AT&T property, located at 3350 Birch Street (adjacent to Boulware Park), for use as parkland, including identification of creative funding strategies to realize this unique opportunity The sizeable subject property is currently zoned Public Facility. It sits on the edge of two park search areas highlighted in the draft Parks and Recreation Master Plan and adjacent to existing Boulware Park and Matadero Creek in the Ventura neighborhood. Acquisition of the property would allow for expansion of this undersized park in an already underserved area targeted for future growth. In addition, the property location offers unique potential for employing the public right of way (street) for recreational use and developing a creek walk connecting with future development at the Fry’s site. Pursuit of this unique opportunity to expand the city’s parkland inventory is consistent with the Draft Parks, Recreation, Trails and Open Space Master Plan and the Comprehensive Plan as follows: DRAFT PARKS, RECREATION, TRAILS AND OPEN SPACE MASTER PLAN: Policy 1.B: Expand parkland inventory using the National Recreation and Park Association standard as a guide for park development in Palo Alto’s Urban Service Area. New parkland should be added to meet and maintain the standard of 4 acres/1,000 residents. Parkland should expand with population, be well distributed across the community and of sufficient size to meet the varied needs of neighborhoods and the broader community. Maximum service area should be one-half mile. Program 1.B.2: Establish a system in the City’s real estate office that identifies land being sold and reviews it for park potential, prioritizing review of land within park search areas. Program 1.B.4: Examine City-owned right of way (streets, which make up the biggest portion of publicly owned land) to identify temporary or permanent areas for improvements that connect or add recreation activity space. Attachment B 2 Program 1.B.7: Monitor properties adjacent to parks that are smaller than the minimum recommended size for potential acquisition to expand existing parks. [Note: While the Master Plan does not carry over the explicit NPRA distinction between neighborhood parks (2+ acres) and district parks (5+ acres), it does use the overall NRPA standard as a guide. Boulware is undersized by both standards.] Program 1.B.9: Acquire and develop a new neighborhood park in each park search area, starting with the most underserved areas and targeting a central and well- connected location to maximize access. Program 1.B.10: Develop a creek walk along Matadero Creek that links parks and creates open space and habitat corridor. COMPREHENSIVE PLAN: Policy C-28: Use National Recreation and Park Association Standards as guidelines for locating and developing new parks. These guidelines are as follows:  Neighborhood parks should be at least two acres in size, although sites as small as one- half acre may be needed as supplementary facilities. The maximum service area radius should be one-half mile. Two acres of neighborhood parkland should be provided for each 1,000 people.  District parks should be at least five acres in size. The maximum service area radius should be one mile. Two acres of district park land should be provided for each 1,000 people. A park should be provided within walking distance of all residential neighborhoods and employment areas. The National Recreation and Park Association defines walking distance as one-half mile.