HomeMy WebLinkAboutStaff Report 7238
City of Palo Alto (ID # 7238)
City Council Staff Report
Report Type: Action Items Meeting Date: 9/19/2016
City of Palo Alto Page 1
Summary Title: Review of CAC Transportation Element
Title: Review of the Draft Transportation Element Prepared by the
Comprehensive Plan Update Community Advisory Committee (Continued
From August 15, 2016)
From: City Manager
Lead Department: Planning and Community Environment
Recommendation
Staff recommends that the City Council review and discuss the Draft Transportation Element
(Attachment A) developed by the Comprehensive Plan Update Citizen Advisory Committee
(CAC) and provide comments for incorporation into the draft Comprehensive Plan Update.
Executive Summary
The Transportation Element is the second element of the Comprehensive Plan that the Citizens
Advisory Committee (CAC) has developed and transmitted to the City Council for review. This
draft element is the product of hundreds of hours of work by the full CAC, the Transportation
subcommittee of the CAC, the Sustainability subcommittee of the CAC, staff, and consultants.
This draft element was based on the City Council’s direction regarding vision and goals, as well
as input from the Planning and Transportation Commission (PTC) and the public.
At this evening’s meeting, staff will summarize the CAC process, themes of the draft element,
changes from the existing element, as well as next steps. Staff is seeking Council comments for
incorporation into a revised draft, which the CAC will have an opportunity to review when their
work on remaining elements have been completed.
Background & Discussion
On August 31st, 2015, the City Council reviewed the existing Transportation Element of the
Comprehensive Plan and the PTC’s proposed revisions in order to provide guidance on the
updated Transportation Element’s structure, vision statement, and goals. The staff report and
minutes for this discussion can be found respectively at the following:
http://www.cityofpaloalto.org/civicax/filebank/documents/48663 (Attachments -
http://www.cityofpaloalto.org/civicax/filebank/documents/48758) and
City of Palo Alto Page 2
http://www.cityofpaloalto.org/civicax/filebank/documents/48845.
The Council recommended that a new Transportation Element use the structure crafted by the
PTC, with some minor changes, a change to the title of one goal, and the addition of a new goal
to address traffic congestion. (This goal was originally added at the end of existing goals, but,
given the importance of addressing congestion, the CAC has moved this goal up to become Goal
T-2.)
The CAC created a Transportation subcommittee to review the Transportation Element and
incorporate staff and other community feedback over the course of four meetings in spring
2016. The Sustainability subcommittee also met to suggest ways to strengthen the links
between the Transportation Element and the S/CAP.
The CAC reviewed a draft element in June and at their July 19th meeting voting unanimously to
refer the draft element to the City Council for review, stressing that this is a draft. At the same
time, individual CAC members identified additional issues that they would like to consider
addressing in future revisions, such as the VTA’s current proposal to reduce service in Palo Alto.
Some of the individual CAC member suggestions were for minor wording changes only and
others are policy issues that will require further discussion. A summary of the policy issues and
comments submitted by various CAC members are attached for Council consideration
(Attachment C). The City Council’s initial review and comments will inform preparation of a
revised version that will be considered further in the context of a completed draft of the
Comprehensive Plan Update.
The following is a summary of the overall organization and issues addressed in the draft
element:
Overall organization: The CAC identified numerous interrelationships between Goal T-2,
Traffic Congestion (formerly Goal 9), and other goals related to sustainability (T-1),
efficiency (T-3), and safety (T-6) and identified the most appropriate locations for
policies and programs that support multiple goals. The CAC also put substantial work
into streamlining the policies and programs to present a clearer, more concise message,
particularly under Goal T-1 regarding Sustainable Transportation. Safe Routes to School
policies are consolidated under Goal T-6, Roadway Safety.
Single-Occupant Vehicle Use: The CAC tackled the issue of single-occupant vehicle use
from several angles, developing a comprehensive strategy that encompasses:
making it easier and more convenient to use alternatives to the automobile
improving first/last mile connections, with an emphasis on shuttles
increasing efforts to market, promote, and educate about alternatives to the
automobile
identifying funding sources for transit and alternative transportation
improvements
City of Palo Alto Page 3
prioritizing the safety of pedestrians and cyclists in roadway improvements.
Many of these policies and programs are located under Goal T-1, Sustainable
Transportation, but this key theme runs throughout the element. For example, policies
and programs under Goal T-3, Efficient Roadway Network, emphasize the City's
commitment to Complete Streets principles, improved connections to community
gathering places, and the safety of school children. Similarly, policies under T-6,
Roadway Safety, prioritize pedestrian, bicycle, and automobile safety over vehicle level-
of-service at intersections and vehicle parking.
Parking: The CAC arrived at a phased approach to parking supply and clarified an overall
direction which provides sufficient but not excessive parking; the concept of parking
pricing is introduced as well. Policy T5.1 [T107] states that all new development projects
should be consistent with existing parking regulations and meet parking demand
generated by the project without the use of on street parking, while programs T5.1.1
through T5.1.3 describe the phased approach to reduce parking requirements over time
if TDM and technological changes demonstrate a reduction in parking demand. In
addition, the topic of parking pricing has been introduced as a new program T5.2.3
[T114] which supports implementation of a comprehensive suite of parking supply and
demand management strategies citywide.
VMT and LOS: Goal T-2, addressing traffic congestion for all modes of transportation
and transportation infrastructure improvements, is the location of the City’s level of
service (LOS) policies. The CAC wanted to ensure that the City maintains a policy of using
conventional vehicular LOS to evaluate the potential impacts on traffic congestion as a
result of new development. Utilizing both LOS and VMT metrics provides the City with a
comprehensive view to address traffic and to reflect its sustainability goals. 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 and reflects the length of
trips as well as the number of trips. VMT is also a key factor in quantifying greenhouse
gas emissions. Together, LOS and VMT measures can inform efforts to reduce commute
lengths and enhance the availability of alternative transportation options. The CAC also
included new multimodal and VMT standards that support both the City’s vision for
sustainable transportation and Complete Streets, as well as evolving State legislation on
transportation analysis (SB 743). The CAC agreed that the City should carry forward
existing policies to prioritize the safety of school children and neighborhood traffic
calming over the free flow of traffic.
The City Council will have an upcoming opportunity to discuss VMT and LOS
transportation analysis mechanisms in more depth at a City Council study session
scheduled for September.
Transit-dependent community: The subcommittee pointed out the need to expand the
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element’s support for the transit-dependent community to address the needs of those
who are dependent on transit due to economic disadvantage or choice, as well as
maintaining policies and programs that improve access for seniors and those with
mobility constraints.
While many of the issues above involved intensive discussion and debate, CAC members
grappled with them over the course of their deliberations and were able to come to consensus.
As a result, there are not issues or policies within this draft element that resulted in a vote with
majority/minority opinions. The CAC was also able to make use of extensive public input, which
was tracked and analyzed as part of staff’s collaboration with Stanford researchers (Attachment
E).
Comparison to the Current Transportation Element: Many of the fundamental themes of the
existing Transportation Element are carried forward, including an emphasis on alternatives to
the single-occupant vehicle; prioritizing the safety of pedestrians, cyclists, and children; using
Level of Service (LOS) to evaluate traffic impacts; minimizing traffic impacts on neighborhoods;
and ongoing regional coordination. The CAC revisions reflect evolving issues and new
legislation, including SB 743, which adds vehicle miles traveled (VMT) as a metric in addition to
LOS; Complete Streets requirements; GHG emission reductions; a phased approach to parking
supply; and increased recognition of the transit-dependent community.
The disposition table in Attachment D summarizes changes from the current Transportation
Element reflected in this draft.
Schedule and Next Steps
The CAC’s deliberations on the draft Transportation element took longer than originally
anticipated, as are ongoing discussions about the Land Use element. The attached schedule for
the Comprehensive Plan Update reflects this time, as well as the additional time needed to
analyze Scenario 5 and 6 prior to preparation of the Final EIR. The resulting schedule shows
completion of the Updated Comp Plan and the Final EIR in October, 2017, which is four months
later than anticipated at the beginning of this year.
Importantly, the additional time that the CAC has spent reviewing the elements is yielding
results. The CAC and the Transportation and Land Use subcommittees have been very active
over the past few months discussing and revising the Transportation and Land Use Elements.
(For example, the Land Use Subcommittee has met 6 times to work on the Land Use Element
and the CAC has discussed the Land Use Element at 4 meetings in 2016.)
In this time, the CAC and the subcommittees have been able to spend the time to frame and
resolve key issues and options, and on many issues, the CAC has been able to build consensus.
(As noted above, the CAC voted to forward this draft Transportation Element to the Council
unanimously.) On controversial land use issues, like building height and growth management,
the Land Use subcommittee and the CAC have been able to identify the key policy options for
City of Palo Alto Page 5
the Council’s consideration. These options are tentatively scheduled for the City Council’s
initial review in mid-September.
As next steps, the attached schedule (Attachment B) shows the CAC completing their review of
the additional elements and sending recommended drafts of those individual elements to the
City Council throughout the rest of 2016 and into early 2017. Once that review of individual
elements is completed, the CAC will then have one session to review the entire draft
Comprehensive Plan to identify any inconsistencies that need to be resolved. That final CAC
review is currently scheduled for May 2017. That completed draft of the Comprehensive Plan
Update will then be brought back for additional review and consideration by the City Council.
CAC members originally expected their work to take one year. As currently scheduled, the CAC
will not complete their work until May 2017. It is hard for CAC members to continue to commit
this kind of time. One goal of the proposed review schedule is to establish a realistic and
predictable schedule so that CAC members know how much more time they need to reserve
and can continue to participate actively in the Comp Plan review until it is completed.
Resource Impact
Comprehensive plan updates are significant undertakings for any jurisdiction and the City of
Palo Alto has invested time and resources in the project since 2008. The need to allocate
multiple members of City staff, significant time on the City Council’s agenda, and financial
resources for consultant assistance and event/meeting programming will continue until the
adoption of the updated Comprehensive Plan and its companion environmental document.
Environmental Review
A Draft Environmental Impact Report (DEIR) on the Comp Plan was published on February 5,
2016 and the public comment period closed on June 8, 2016. Council has directed staff and the
consultant team to prepare a supplemental analysis of a 5th and 6th scenario, which will be
circulated for public review early in 2017. A Final EIR incorporating the DEIR, the supplemental
analysis, substantive comments on the DEIR and supplemental analysis, as well as written
responses to those comments, and needed changes to the text and analysis of the DEIR will be
proposed for adoption concurrent with the Comprehensive Plan Update as shown on the
attached schedule included as Attachment B.
Attachments:
Attachment A: Draft Transportation Element (PDF)
Attachment B: CAC Monthly Schedule July 2016 (PDF)
Attachment C: CAC Transportation Policy Comments 07.19.16 (PDF)
Attachment D: Disposition Table Showing Changes to Existing Transportation Element
Policies & Programs (PDF)
Attachment E: Civic Crowd Analytics-Combined Document (PDF)
Attachment F: Public Comments (PDF)
TRANSPORTATION
TABLE OF CONTENTS
PRELIMINARY DRAFT – JULY 19, 2016 T-i
2
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. ................................................................................................. 26
Reducing Reliance on Single-Occupant Vehicles ....................................26
Reducing Greenhouse Gas Emissions ......................................................27
Increasing Transit Use ................................................................................28
Enhancing Rail and Bus Service ................................................................29
Shuttle Service, Ridesharing and First/Last Mile Connections .............30
Bicycling and Walking ................................................................................32
Monitoring Progress ...................................................................................34
Funding Improvements ..............................................................................34
GOAL T-2 Decrease congestion and vehicle miles travelled with
a priority on our worst intersections and our peak commute times,
including school traffic. .................................................................................. 35
Schools and Childcare Facility Congestion ..............................................36
GOAL T-3 Maintain an efficient roadway network for all users. ......... 37
Efficient Circulation ....................................................................................37
Street Design and Modification Projects ..................................................38
Rail Corridor ................................................................................................40
GOAL T-4 Protect neighborhood streets that support residential
character and provide a range of local transportation options. ................ 41
GOAL T-5 Encourage attractive, convenient, efficient and
innovative parking solutions for all users. ................................................... 42
Managing Parking Supply .........................................................................42
Parking Infrastructure and Design ...........................................................44
Residential Parking .....................................................................................45
Bicycle Parking ............................................................................................46
Attachment A
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T-ii PRELIMINARY DRAFT – JULY 19, 2016
GOAL T-6 Provide a safe environment for motorists,
pedestrians, and bicyclists on Palo Alto streets. .......................................... 46
GOAL T-7 Provide mobility options that allow people who are
transit dependent to reach their destinations. ............................................. 49
GOAL T-8 Influence the shape and implementation of regional
transportation policies and technologies to reduce traffic
congestion and greenhouse gas emissions. .................................................. 51
TRANSPORTATION
PRELIMINARY DRAFT – JULY 19, 2016 T-1
2
This preliminary draft element was 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 June 2016. The element will be further refined following
review by the full CAC on July 21, 2016, and that refined product will be presented as
a draft to Palo Alto City Council in August 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 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 includes solutions for implementation today in order to lay the groundwork
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.
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T-2 PRELIMINARY DRAFT – JULY 19, 2016
for the future. Together with investments in infrastructure, these solutions 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. As 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 supports the objectives of
the Business and Economics Element, the 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, and accesses 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 vehicles. Although this ratio is a lower than in many other Bay Area
communities, road travel to, from, and within the city is the greatest single largest
source of local greenhouse gas (GHG) emissions. 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. [additional data to come on trip origins and destinations, i.e. who is driving
where] Building a more sustainable transportation system will require addressing
both 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
61% 23%
5% 3%
8%
PALO ALTO DAILY MODE SHARE
(2014)
Drive Alone
Carpool
Transit
Bike
Walk
PALO ALTO COMPREHENSIVE PLAN
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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 Demand Management (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 transit, carpools and
shuttles. TDM programs can include a range of infrastructure investments and
incentives for the use of alternatives to the automobile, as well as parking
management initiatives and marketing. Employers and local governments often
collaborate in developing and implementing TDM programs, and 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 one of the most comprehensive and successful TDM programs in the
country for the University, Hospital and Research Park campuses. The program
includes a 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 began the process to establish a
TMA for the downtown area, in collaboration with local businesses and residents.
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
PALO ALTO COMPREHENSIVE PLAN
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T-4 PRELIMINARY DRAFT – JULY 19, 2016
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.
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 (the
process of ordering transportation services via mobile device). 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, incentivizinge 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
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PALO ALTO COMPREHENSIVE PLAN
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PRELIMINARY DRAFT – JULY 19, 2016 T-7
transit services in Palo Alto. Map T-1 focuses on regional transit options, which 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. Improving local
services like shuttles to better 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 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 pedestrian circulation
and the station’s visibility. 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 rail service along the Dumbarton corridor, to link the
Alameda County communities of Newark, Union City and Fremont with the San
Mateo County 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.
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 Transportation Officials
(NACTO) guidelines for bikeway and
urban street design, which incorporate
Complete Streets best practices. Visual simulation of BRT operating on El Camino Real Source: VTA
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-8 PRELIMINARY DRAFT – JULY 19, 2016
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 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.
With curbside stations and signal priority (“queue jumping”), BRT in shared travel
lanes will 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 Station and Downtown. The
VTA provides low cost fare based service for residents of Santa Clara County. The
Palo Alto Shuttle is a 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.
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-9
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. The Palo Alto shuttle 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
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.
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
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-10 PRELIMINARY DRAFT – JULY 19, 2016
its proportion of travel by bicycle.
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.
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.
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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.
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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
PRELIMINARY DRAFT – JULY 19, 2016 T-13
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, 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.
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.
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Source: City of Palo Alto, 2013; PlaceWorks, 2014.
P R E L I M I N A R Y D R A F T M A P T - 5
ROADWAY NETWORK
P A L O A L T O C O M P R E H E N S I V E P L A NT 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
PRELIMINARY DRAFT – JULY 19, 2016 T-15
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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
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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
PRELIMINARY DRAFT – JULY 19, 2016 T-17
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 relatively small increases in roadway capacity.
Intersection improvements are planned only at the major intersections noted below.
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]
LEVEL OF SERVICE
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
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’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-18 PRELIMINARY DRAFT – JULY 19, 2016
definitions for signalized intersections are shown in Table T-1. Intersections in the
city are subject to its LOS standards, and the City will continue to use vehicular LOS
when evaluating development applications, including a project’s potential
contribution to 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). 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 multimodal 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)., This
shift recognizes that prioritizing the free flow of cars over any other roadway user
contradicts State goals to reduce GHGs.
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-19
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. Multimodal level of service (MMLOS) applies the concept of LOS to
all modes of travel. 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 multimodal 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 cars.
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.
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-20 PRELIMINARY DRAFT – JULY 19, 2016
GRADE SEPARATION
To enhance local connectivity, improve pedestrian and bicycle circulation, and
increase safety, the City of Palo Alto 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 Charleston, Meadow, and Churchill, however
there is significant interest in analyzing and pursuing grade separations at Alma
Street as well, in addition to possible establishment of a “quiet zone” 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, commuter shortcutting, and too much 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.
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
PRELIMINARY DRAFT – JULY 19, 2016 T-21
TRAFFIC CALMING
Traffic calming 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 and collector streets to nearby arterials. 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.
Lane Reductions. 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.
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.
PARKING
A comprehensive parking 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.
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-22 PRELIMINARY DRAFT – JULY 19, 2016
MOTOR VEHICLE PARKING
The parking strategy articulated in this plan involves 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.
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. Shared 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.
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-23
BICYCLE PARKING
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. Priority areas of the city
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.
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, developed in Sweden. At the core of this approach is the 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 COMMUNITY
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.
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-24 PRELIMINARY DRAFT – JULY 19, 2016
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.
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 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, increasing pedestrian crossing
times, sidewalk widths of 6 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
1 U.S Census Bureau, 2014 ACS 5-year estimate.
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-25
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
Freeway need to be managed on a regional basis. 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 are also expected to increase crossing
delays and congestion at local intersections in Palo Alto.
CONGESTION MANAGEMENT PLAN
Palo Alto has been an active participant in the Santa Clara County VTA Congestion
Management Program (CMP). The CMP is the primary mechanism for transportation
planning and funding. Palo Alto representatives also participate leadership in
numerous 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 are used as a traffic management strategy to
reduce congestion on freeways and improve 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.
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-26 PRELIMINARY DRAFT – JULY 19, 2016
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.
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. [NEW POLICY] [T1]
Policy T-1.2 Collaborate with Palo Alto employers and business owners to develop,
implement and expand comprehensive programs to reduce single-
occupant vehicle commute trips, including through incentives. [(PTC
Policy T1.7) (Edited) (Previous Policy T-3 & Program T-5) (Merged &
Edited)]. [T2]
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. [Previously
Program T-8]. [T3]
Formalize the City’s Transportation Demand Program T1.2.2
Management (TDM) program by establishing an
ordinance that outlines when TDM should be
applied to employers, what performance metrics
are required, and how compliance will be
measured and enforced. The ordinance should
also: [T4]
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PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-27
Establish a list of acceptable TDM measures that
include transit use, prepaid transit passes,
commuter checks, car sharing, carpooling,
parking cash-out, bicycling, walking, 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.
[(PTC Program T.1.7.1) (Edited)]
Establish a mechanism to monitor the success
of TDM measures and track the cumulative
reduction of peak period motor vehicle trips
through the following method:
o Allow contracting between developments
or organizations so that trips to/from one
site can be offset by reductions on
another for a net reduction within Palo
Alto.
Evaluate the performance of pilot programs Program T1.2.3
implemented by the Downtown Transportation
Management Association and consider expanding
to other areas of the city as appropriate. [T5]
Review existing regulations, policies, and programs Program T1.2.4
to identify revisions that encourage telecommuting,
satellite office concepts, and work-at-home options.
[(PTC Program T1.7.3) (Previous Program T-12)
(Edited)]. [T6]
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. [(PTC Policy T-1.1) (Edited)] [T7]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-28 PRELIMINARY DRAFT – JULY 19, 2016
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.
[NEW PROGRAM] [T8]
Work with transit providers, including SamTrans Program T1.3.2
and VTA, to encourage the adoption of electric, fuel
cell or other zero emission vehicles. [NEW
PROGRAM] [T9]
Policy T-1.4 Ensure that electric vehicle charging infrastructure is available citywide.
[T10]
Review the Zoning Ordinance and update as Program T1.4.1
needed to ensure compatibility with the electric
vehicle infrastructure ordinance, including parking
technology improvements such as vehicle lifts and
electronic monitoring. [(PTC Program T4.7.1)
(Edited)] [T11]
Further encourage the installation of facilities that Program T1.4.2
support alternative fuel vehicles by periodically
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. [(PTC Program T1.2.1) (Edited)] [T12]
INCREASING TRANSIT USE
Policy T-1.5 Improve and support transit access to regional destinations,
multimodal 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, local shuttles,
and first/last mile connections. [(PTC Policy T1.11) (Previous Policy T-
6) (Edited)] [T13]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-29
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, [NEW PROGRAM] [T21] and
[T22] continue to work with Caltrain, Amtrak, and
public bus operators to expand bicycle storage on
public transit vehicles during both peak and off-
peak hours. [(NEW POLICY) (Previous Program T-
27)] [T14]
Policy T-1.6 Support efforts 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. [(PTC Policy T1.15)
(Previous Policy T-11) (Edited)] [T15]
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. ([PTC Policy T1.13) (Previous Policy T-9)
(Edited)] [T16]
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. [(PTC Policy T1.14) (Previous Policy T-10) (Edited)]
[T17]
ENHANCING RAIL AND BUS SERVICE
Policy T-1.9 Support Caltrain modernization and electrification, capacity
enhancements and extension to Downtown San Francisco. [(PTC
Policy T7.16) (Previous Program T-17) (Program changed to Policy)
(Edited)] [T18]
Policy T-1.10 Support continued enhancement of the Caltrain stations as important
transportation nodes for the city. [(PTC Policy T1.10) (Previous Policy
T-5) (Edited)] [T19]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-30 PRELIMINARY DRAFT – JULY 19, 2016
Collaborate with Caltrain and Stanford University, Program T1.10.1
per existing agreements with the City, to explore
station improvements, including maintenance and
circulation and access improvements for all modes.
[(PTC Program T1.10.2) (Edited)] [T20]
Work with Caltrain to address commuter parking Program T1.10.2
intrusion into surrounding neighborhoods. Prioritize
solutions such as shuttle services, considering
parking structures only as an option of last resort.
[(PTC Program T1.10.3) (Edited)] [T21]
In collaboration with Caltrain and Stanford Research Program T1.10.3
Park, study the feasibility of baby bullet service to
the California Avenue Caltrain Station,
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. [NEW PROGRAM] [T22]
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. [NEW
POLICY] [T23]
Policy T-1.12 Study the feasibility of, and if warranted provide, 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.
[EIR Mitigation Measure TRANS-6] [T24]
SHUTTLE SERVICE, RIDESHARING AND FIRST/LAST MILE CONNECTIONS
Policy T-1.13 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. [(PTC Policy T.17) (Previous Policy T-13)] [T25]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-31
Investigate a pilot program to subsidize a taxi, Program T1.13.1
rideshare, or transit program for Palo Altans to get
to/from downtown, including offering education
and incentives to encourage users. [T26]
Policy T-1.14 Continue the Palo Alto 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. [(PTC Policy T1.9) (Edited) (Previous Policy T-4) (Edited)] [T27]
Conduct a comprehensive study of the shuttle Program T1.14.1
system 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-1.15 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. [(PTC Policy T1.12) (Previous Policy T-8)] [T28]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-32 PRELIMINARY DRAFT – JULY 19, 2016
BICYCLING AND WALKING
Policy T-1.16 Promote bicycle use as an alternative way to get to work, school,
shopping, recreational facilities and transit stops. [NEW POLICY] [T29]
Allocate funding for regular surveys of bicycle use Program T1.16.1
across the city, by collecting bicycle counts on
important and potential bicycle corridors. [NEW
PROGRAM] [T30]
Consider marketing strategies, such as a recurring Program T1.16.2
Palo Alto Sunday Streets program of events
potentially in coordination with local business
groups, which would include street closures and
programming. [NEW PROGRAM] [T31]
Encourage private schools within the community to Program T1.16.3
develop Walk and Roll Maps as part of
Transportation Demand Management strategies to
reduce vehicle trips. [NEW POLICY] [T32]
Support local and regional encouragement events Program T1.16.4
such as Palo Alto Walks & Rolls, Bike to Work Day,
and Bike Palo Alto! that encourages a culture of
bicycling and walking as alternatives to single
occupant vehicle trips. [NEW PROGRAM] [T33]
Policy T-1.17 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. [(PTC Policy T1.20) (Previous Policy T-15)
(Edited)] [T34]
Policy T-1.18 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. [(PTC Policy T1.22)
(Edited) (Previous Policy T-17, L-66 & L-68) (Merged & Edited)] [T35]
Policy T-1.19 Provide facilities that encourage and support bicycling and walking.
[NEW POLICY] [T36]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-33
Adjust the street evaluation criteria of the City's Program T1.19.1
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. [Previously
Program T-28] [T37] [Formerly Program T1.20.1]
Prioritize investments for enhanced pedestrian Program T1.19.2
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, into the capital improvements
plan. [PTC Policy T1.19] [T38]
Increase the number of east-west pedestrian and Program T1.19.3
bicycle crossings along Alma Street, particularly
south of Oregon Expressway. [PTC RC Policy 3.1]
[T39]
Encourage the use of bike sharing and support the Program T1.19.4
provision of bike share stations throughout Palo
Alto, especially adjacent to transit stations and
stops. [(PTC Policy T1.18) (NEW POLICY)] [T40]
Improve amenities such as seating, lighting, bicycle Program T1.19.5
parking, street trees, and interpretive stations along
bicycle and pedestrian paths and in City parks to
encourage walking and cycling and enhance the
feeling of safety. [Previously Policy T-22] [T41]
Policy T-1.20 Regularly maintain off-roadway bicycle and pedestrian paths, including
sweeping, weed abatement, and surface maintenance. [Previously
Program T-29] [T42]
Develop cooperative programs with the City and Program T1.20.1
businesses that promote good community
stewardship by keeping sidewalks clean in the
University Avenue/Downtown and California
Avenue business districts, and other centers.
[Previously Program T-30] [T43]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-34 PRELIMINARY DRAFT – JULY 19, 2016
Policy T-1.21 Maintain pedestrian- and bicycle-only use of alleyways Downtown and
in the California Avenue area where appropriate. [(PTC Policy T1.26)
(Edited) (Previous Policy T-21) (Edited)] [T44]
MONITORING PROGRESS
Policy T-1.22 Continue to measure the effectiveness of the City’s transportation
network to make better decisions on transportation issues. [(PTC
Policy T1.8) (Edited)] [T45]
Collect, analyze and report transportation data Program T1.22.1
through surveys and other methods, to evaluate
implementation of related policies on a regular
basis. [NEW PROGRAM] [T46]
Policy T-1.23 Monitor VMT per capita citywide as a measure of progress toward
sustainability goals. [NEW POLICY] [T47]
Policy T-1.24 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. [(PTC Program T2.10.2 &
T2.10.3) (Merged & Edited)] [T48]
FUNDING IMPROVEMENTS
Policy T-1.25 Evaluate transportation funding measures periodically for ongoing
transportation improvements that will help mitigate the impacts of
future development and protect residents’ quality of life. [NEW
POLICY] [T49]
As part of the effort to reduce traffic congestion, Program T1.25.1
regularly evaluate the City’s current Transportation
Impact Fee to implement transportation projects,
and consider new fees that new development
projects must pay to the City for use in reducing
motor vehicle trips to the extent feasible through
the provision of transit services, shuttles,
carpool/rideshare incentives, bicycle lanes, and
similar programs and improvements. [PTC Program
T2.10.8] [T50]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-35
Policy T-1.26 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. [staff suggestion] [T51]
In collaboration with regional agencies and Program T1.26.1
neighboring jurisdictions, identify and pursue
funding for rail corridor improvements and grade
separation. [NEW PROGRAM] [T52]
Policy T-1.27 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. [Previously Policy T-
50] [T53]
TRAFFIC CONGESTION
[Previously Goal T-9; moved to Goal T-2 based on CAC input.]
GOAL T-2 Decrease 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. [NEW POLICY] [T54]
Implement computerized traffic management Program T2.1.1
systems to improve traffic flow when feasible. [(PTC
Program 2.10.5) (Previously Program T-38)] [T55]
Implement a program to monitor, coordinate, and Program T2.1.2
optimize traffic signal timing a minimum of every
five years along arterial and residential arterial
streets. [PTC Program T2.10.7] [T56]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-36 PRELIMINARY DRAFT – JULY 19, 2016
Policy T-2.2 As part of the effort to reduce traffic congestion, support the
establishment and operation of Transportation Management
Associations (TMAs) to address transportation and parking issues as
appropriate in the City’s employment districts. [NEW POLICY] [T57]
Work in partnership with the Downtown TMA and Program T2.2.1
Stanford University to aggregate data and realize
measurable reductions in single-occupant vehicle
commuting in to and from Downtown and in the
Stanford Research Park. [NEW PROGRAM] [T58]
Policy T-2.3 Use vehicular Level of Service (LOS), including cumulative impacts,
when evaluating development applications. [NEW POLICY] [T59]
Regularly update LOS regulations [NEW PROGRAM] Program T2.3.1
[T60]
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.
[(PTC Policy T2.10) (Previously Policy T-28)(Edited)] [T61]
Establish and maintain thresholds for acceptable Program T2.4.1
multi-modal levels of service for intersections in
Palo Alto. [(PTC Program T2.10.1) (Edited)] [T62]
Revise protocols for office, commercial, and multi-Program T2.4.2
family residential development proposals to
evaluate multimodal level of service for transit
vehicles, bicyclists, and pedestrians. [(PTC Program
T2.10.1) (Edited)] [T63]
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. [NEW POLICY] [T64]
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. [EIR Mitigation Measure Trans-1e] [T65]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-37
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. [NEW POLICY] [T66]
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, collectors, and local streets, balancing the
needs of all users in a safe and appropriate manner. [(Previous Policy
T-24) (Edited)] [T67]
Identify desired routes for transit, cycling and Program T3.1.1
regional traffic as well as priorities for study and
investments. [NEW PROGRAM] [T68]
Policy T-3.2 Enhance connections to, from and between parks, community centers,
recreation facilities, libraries and schools for all users. [PTC RC Policy
4.1] [T69]
Policy T-3.3 Avoid major increases in street capacity when constructing or
modifying roadways, refer to Policy T-3.5. [T84] [(PTC Policy T2.8)
(Previous Policy T-27) (No Change)] [T70]
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 arterial street system.
[(PTC Policy T2.11) (Edited) (Previous Policy T-29) (Edited)] [T71]
Evaluate the feasibility of changes to Palo Alto’s Program T3.4.1
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. [Previously Program T-40] [T72]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-38 PRELIMINARY DRAFT – JULY 19, 2016
STREET DESIGN AND MODIFICATION PROJECTS
Policy T-3.5 When constructing or modifying roadways, plan for use of the
roadway space by all users. [(PTC Policy T2.2) (Previous Policy T-25)
(Edited)] [T73]
Update the comprehensive roadway design Program T3.5.1
standards and criteria to be consistent with
Complete Streets best practices and the Urban
Forest Master Plan, focusing on bicycle and
pedestrian safety and multimodal uses. Consider
opportunities to incorporate best practices from the
National Association of City Transportation Officials
guidelines for urban streets and bikeways. ([PTC
Program T2.2.1) (Previous Program T-33) (Edited)]
[T74]
Establish procedures for considering the effects of Program T3.5.2
street design on emergency vehicle response time.
[Previously Program T-34] [T75]
Policy T-3.6 Consider pedestrians and bicyclists when designing road surfaces,
curbs, crossings, signage, landscaping, and sight lines. [(PTC Policy
T2.5)] [T76]
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. [Previously Policy T-23] [T77]
Conduct a study of Palo Alto roadways to identify Program T3.7.1
needed pedestrian improvements, including on El
Camino Real, Alma Street and other locations.
[NEW PROGRAM] [T78]
Policy T-3.8 Add planting pockets with street trees to increase the tree canopy,
provide shade, calm traffic and enhance the pedestrian realm.
[Previously Policy T-37] [T79]
Policy T-3.9 Identify and establish performance measures for the road network in
Palo Alto to support city-wide sustainability efforts, including the street
canopy. [NEW POLICY] [T80]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-39
Policy T-3.10 Participate in the design and implementation of comprehensive
solutions to traffic problems near Stanford Shopping Center and
Stanford Medical Center. [Previously Policy T-26] [T81]
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. [(PTC
Program T2.6.1) (Edited) (Previous Program T-35)
(Edited)] [T82]
Implement and monitor Development Agreement Program T3.10.2
traffic mitigations at Stanford Medical Center. [(PTC
Program T2.6.2) (Edited)] [T83]
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
Station, Downtown Palo Alto, and other primary
destinations. [(PTC Program T2.6.3) (Previously
Program T-37) (Edited)] [T84]
Study extension of Quarry Road for transit, Program T3.10.4
pedestrians and bicyclists to access the Palo Alto
Station from El Camino Real. Also study the
feasibility of another Caltrain underpass at Everett.
[(PTC Program T2.6.4) (Edited)] [T85]
Policy T-3.11 Consider the Grand Boulevard Design Guidelines when designing
roadway and pedestrian improvements along El Camino Real. [NEW
POLICY] [T86]
Policy T-3.12 Coordinate roadway improvements with other transportation and
utility infrastructure improvements such as sewer and water. [NEW
POLICY] [T87]
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. [(PTC RC Goal 3) (Edited)]
[T88]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-40 PRELIMINARY DRAFT – JULY 19, 2016
Policy T-3.14 Continue to prioritize the safety of school children in street
modification projects that affect school travel routes, including during
construction. [Previously Policy T-40]. [T89]
RAIL CORRIDOR
Policy 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.
[NEW POLICY] [T90]
Undertake studies and outreach necessary to Program T3.15.1
advance grade separation of Caltrain to become a
“shovel ready” project. [NEW PROGRAM] [T91]
Conduct a study to evaluate the implications of Program T3.15.2
grade separation on bicycle and pedestrian
circulation. [NEW PRORGRAM] [T92]
Policy T-3.16 Keep all four existing at-grade rail crossings open to vehicular traffic.
[PTC RC Policy 3.2] [T93]
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. [PTC RC
Goal 2 edited] [T94]
Commission an Alma Street crossing study to Program T3.17.1
identify potential near-term safety and accessibility
improvements, including implementation of a
“quiet zone.” [PTC RC Policy 2.1 and Policy 2.2
edited to reflect recommendations of Rail Corridor
Study] [T95]
Incorporate neighborhood input in planning and Program T3.17.2
implementation of crossing improvements. [PTC RC
Policy 2.2 edited to reflect recommendations of Rail
Corridor Study] [T96]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-41
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. [PTC RC Policy 2.3 edited] [T97]
NEIGHBORHOOD IMPACTS
GOAL T-4 Protect neighborhood streets that support residential
character and provide a range of local transportation
options.
Policy T-4.1 Keep all neighborhood streets open as a general rule. [Previously
Policy T-33] [T98]
Policy T-4.2 Implement traffic calming measures to slow traffic on local and
collector residential streets, and prioritize traffic calming measures for
safety over congestion management. [(PTC Policy T3.4) (Previous
Policy T-34) (Edited)] [T99]
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.
[EIR Mitigation Measure TRANS-8] [(Previous
Program T-43) (Edited)] [T100]
Periodically review residential areas for traffic Program T4.2.2
impacts and use the results of that review to
prioritize traffic calming measures. [(PTC Program
T3.4.1) (Edited) (Previous Program T-43) (Previous
Program T-44) (Merged) (Edited)] [T101]
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-42 PRELIMINARY DRAFT – JULY 19, 2016
Charleston/Arastradero Roads (between Miranda Avenue and
Fabian Way).
[Previously Program T-41] [T102]
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. ([PTC Program T3.2.3) (Edited)
(Previous Program T-42) (Edited)] [T103]
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. [(PTC Policy T3.1) (Edited)] [T104]
Policy T-4.5 Employ Traffic Impact on Residential Environments (TIRE) analysis to
measure potential street impacts from new development of all types
in residential neighborhoods. [(PTC Policy T3.1) (Edited)] [T105]
Policy T-4.6 Require new residential development projects to implement best
practices for street design, stormwater management and green
infrastructure. [(PTC Policy T3.6) (Previous Policy T-35) (Edited)]
[T106]
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. . [NEW POLICY] [T107]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-43
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,
based on local conditions, different users’ needs
and baseline parking need. [NEW PROGRAM]
[T108]
In parallel with each parking needs assessment, Program T5.1.2
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.
[NEW PROGRAM] [T109]
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. [NEW PROGRAM] [T110]
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. (Edited) Combined with previous Program T-
49) (Moved to Policy)] [T111]
Use technology to help identify parking availability Program T5.2.1
and make it easy to pay any parking fees. [(PTC
Program T4.11.1) (Edited)] [T112]
In the Downtown TMA, implement pilot projects to Program T5.2.2
test the effectiveness of strategies such as employee
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.
[NEW PROGRAM] [T113]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-44 PRELIMINARY DRAFT – JULY 19, 2016
Consider applying a pricing strategy to address Program T5.2.3
public parking 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. [NEW PROGRAM]
[T114]
Implement Council-adopted recommendations Program T5.2.4
from the parking management study for the
Downtown area, which included the feasibility of
removing color-coded parking zones, and
ndynamic 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. [NEW PROGRAM] [T115]
Policy T-5.3 Work with merchants to designate dedicated employee parking areas.
[Previously Program T-51] [T116]
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. [PTC Policy T4.7 (Edited)] [T117]
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. [NEW
PROGRAM] [T118]
Policy T-5.5 Minimize the need for employees to parking in and adjacent to
commercial centers, employment districts and schools. [(Previous
Policy T-46) (Edited)] [T119]
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. [PTC Policy T4.10] [T120]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-45
Policy T-5.7 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. [PTC
Policy T4.9 (Edited)] [T121]
Study the feasibility of retrofitting City-owned Program T5.7.1
surface parking lots to implement best
management practices for stormwater management
and urban heat island mitigation, including green
infrastructure, permeable pavement and reflective
surfaces. [NEW PROGRAM] [T122]
Identify incentives to encourage the retrofit of Program T5.7.2
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. [NEW PROGRAM] [T123]
Policy T-5.8 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. [NEW POLICY]
[T124]
Policy T-5.9 Encourage the use of adaptive design strategies in new parking
facilities in order to facilitate reuse in the future if and when conditions
warrant. [NEW POLICY] [T125]
RESIDENTIAL PARKING
Policy T-5.10 In residential neighborhoods, work with neighborhood associations to
prioritize residential street parking and minimize spill over parking
from commercial centers and employment districts. [NEW POLICY]
[T126]
Coordinate with neighborhood groups to evaluate Program T5.10.1
the need for a residential parking permit program
in areas outside Downtown Palo Alto and College
Terrace. [NEW PROGRAM] [T127]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-46 PRELIMINARY DRAFT – JULY 19, 2016
BICYCLE PARKING
Policy T-5.11 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. [(PTC Policy T4.13)
(Edited)] [T128]
Work with private sector partners, including Program T5.11.1
employers, merchants and community service
providers, to identify ways to incentivize the
provision of bicycle parking near existing shops,
services and places of employment. [NEW
PROGRAM] [T129]
Consider installing secure electronic bike lockers Program T5.11.2
such as the BikeLink system, at high theft locations,
including transit stations and parking garages.
[(NEW PROGRAM) (PABAC Program T-4.14.2)]
[T130]
Assess the need to provide additional bicycle Program T5.11.3
parking in City-owned parking lots and rights-of-
way. [NEW PROGRAM] [T131]
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
vehicle level-of-service at intersections and vehicle parking. [Previously
Policy T-39] [T132]
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.
[NEW PROGRAM] [T133]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-47
Develop, distribute and aggressively promote maps Program T6.1.2
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. [(PTC Program T5.7.4)
(Edited and enhanced)] [T134]
Address pedestrian safety along Alma Street Program T6.1.3
between University Avenue and Lytton Street.[NEW
PROGRAM] [T135]
Address pedestrian safety on shared-use bicycle Program T6.1.4
and pedestrian trails. [NEW PROGRAM] [T136]
Policy T-6.2 Pursue the goal of zero roadway fatalities in Palo Alto within 10 years.
[NEW POLICY] [T137]
Regularly collect severity and location data on Program T6.2.1
roadway collisions for all modes of travel, including
fatalities and injuries. In collaboration with Santa
Clara County, develop an up-to-date, public
database for this information. [(NEW PROGRAM)
(PABAC Program T-5.2.1)] [T138]
Policy T-6.3 Continue to work with Caltrain to increase safety at train crossings,
including improving gate technology, and signal coordination. [(PTC
Policy T5.4) (Edited)] [T139]
Policy T-6.4 Continue the Safe Routes to School partnership with PAUSD and the
Palo Alto Council of PTAs. [NEW POLICY] [T140]
Periodically update the Adopted School Commute Program T6.4.1
Corridors Network to include updated school
commute routes. Ensure these routes are prioritized
for safety improvements and considered in land
use planning decisions. [NEW PROGRAM] [T141]
Establish standards and procedures for maintaining Program T6.4.2
safe cycling routes, including signage for warnings
and detours during construction projects. [NEW
PROGRAM] [T142]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-48 PRELIMINARY DRAFT – JULY 19, 2016
Provide adult crossing guards at school crossings Program T6.4.3
that meet adopted criteria. [Previous Program T-45]
[T143]
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. [NEW POLICY] [T144]
Policy T-6.6 Use engineering, enforcement, and educational tools to improve traffic
safety on City roadways. [(PTC Program T5.1.1) (Previous Program
T-47) (Edited)] [T145]
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. [(PTC Program T5.2.1)
(Edited)] [T146]
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.
[(Previous Program T-46) (Edited)] [T147]
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,
through educational programs for children and
adults. [NEW PROGRAM] [T148]
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. [NEW PROGRAM] [T149]
Identify and implement safety improvements for Program T6.6.5
underpasses, including on Embarcadero Road.
[NEW PROGRAM] [T150]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-49
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.
[Previously Program T-32] [T151]
Establish standards and procedures with Utilities Program T6.6.7
and Public Works to maintain safe cycling routes
and adequately and safely sign warnings and
detours during construction projects. [(NEW
PROGRAM) (PABAC Program T-1.34.3) (Formerly
Program T5.10.1)] [T152]
Establish a program to educate residents to keep Program T6.6.8
sidewalks clear of parked cars, especially on narrow
local streets in neighborhoods with rolled curbs.
Survey for compliance annually. [(NEW PROGRAM)
(PABAC Program T-1.34.4) (Formerly Program
T5.10.2)] [T153]
Policy T-6.7 Use appropriate technology to monitor and improve circulation safety
throughout the City. [(PTC Policy T5.2) (Edited)] [T154]
Evaluate the performance of safety improvements Program T6.7.1
and identify methods to encourage alternative
transportation modes. [NEW PROGRAM] [T155]
Policy T-6.8 Vigorously and consistently enforce speed limits and other traffic laws,
including for vehicle and bicycle traffic. [(Previous Policy T-41)
(Edited)] [T156]
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. [NEW POLICY] [T157]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-50 PRELIMINARY DRAFT – JULY 19, 2016
Policy T-7.2 Expand transportation opportunities for transit-dependent riders by
supporting a variety of methods, such as by funding discounts for taxi
fares, coordinating transit systems to be shared by multiple senior
housing developments, supporting a volunteer program to expand the
supply of drivers, creating a database of volunteer drivers, and other
transit options. [NEW PROGRAM] [T158]
Policy T-7.3 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. [(PTC Policy T6.1) (Previous Policy T-
42) (Edited)] [T159]
Policy T-7.4 Coordinate with social service agencies and transit 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. [(PTC Program 6.3.1)
(Edited)] [T160]
Policy T-7.5 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. [(PTC Policy T6.2) (Edited)
(Previous Policy T-43) (Edited)] [T161]
Policy T-7.6 Collaborate with transit and shuttle providers including VTA,
SamTrans, Stanford Marguerite Shuttle, Palo Alto Shuttle, Dumbarton
Express Bus Service and Caltrain in the provision of service that is
accessible to seniors and people with disabilities. [PTC Policy T6.3]
[T162]
Policy T-7.7 Support transit providers in implementing or continuing reduced fare
or no fare voucher systems for selected populations, including seniors
and people with disabilities. [Previously Policy T-44] [T163]
Policy T-7.8 Encourage transit service providers to provide subsidized transit
passes for low income riders. [NEW POLICY] [T164]
Policy T-7.9 Pursue expanded evening and night time bus service to enhance
mobility for all users during off-peak times. [NEW POLICY] [T165]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-51
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 lanes, and additional VTA bus service. [EIR
Mitigation Measure Trans-1d] [T166]
Policy T-8.2 Participate in regional planning initiatives for the rail corridor and
provide a strong guiding voice. [NEW POLICY][T167]
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. [(Previous Policy T-
49) (Edited)] [T168]
Continue to participate in regional efforts to
develop technological solutions that make
alternatives to the automobile more convenient and
thereby contribute to reducing congestion [NEW
PROGRAM] [T169]
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. [(PTC Policy
T7.8) (Edited)] [T170]
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. [Previous
Policy T-51] [T171]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
T-52 PRELIMINARY DRAFT – JULY 19, 2016
Policy T-8.6 Support efforts by Caltrans and the Valley Transportation Authority to
reduce congestion and improve traffic flow on area freeways
consistent with Statewide GHG emissions reduction initiatives.
[(Previous Policy T-54) (Edited)] [T172]
Support provision of a new southbound entrance Program T8.6.1
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. [Previously Program
T-55] [T173]
Encourage VTA to improve connectivity to transit to Program T8.6.2
serve workers who live in the South Bay and work
in Palo Alto. [NEW PROGRAM] [T174]
Policy T-8.7 Support the application of emerging freeway information, monitoring,
and control systems that provide non-intrusive driver assistance and
reduce congestion. [(PTC Policy T7.13) (Previous Policy T-55) (Edited)]
[T175]
Policy T-8.8 Where appropriate, support the conversion of existing traffic lanes to
exclusive bus and high-occupancy vehicle (HOV) lanes on freeways
and expressways, including the Dumbarton Bridge, and the
continuation of an HOV lane from Redwood City to San
Francisco.[(PTC Policy 7.14) (Edited) (Previous Policy T-52) (Edited)]
[T176]
Policy T-8.9 Support State and federal legislation to reduce motor vehicle
emissions, noise, and fuel consumption. [Previously Policy T-56]
[T178]
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. [Previously Policy T-7] [T179]
PALO ALTO COMPREHENSIVE PLAN
TRANSPORTATION ELEMENT
PRELIMINARY DRAFT – JULY 19, 2016 T-53
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. [NEW
PROGRAM] [T180]
Policy T-8.11 Support regional plans to complete development of the Bay Trail and
Bay-to-Ridge Trail. [(PTC Program T1.22.1) (Previous Program T-25 &
T-26) (Merged & edited)] [T181]
Policy T-8.12 Support the development of the Santa Clara County Countywide
Bicycle System, and other regional bicycle plans. [Previously Policy
T-18] [T182]
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. [NEW PROGRAM] [T183]
Comp Plan Monthly Schedule August 22, 2016 Draft*
1
Month Citizens Advisory Committee (CAC)
Schedule of Meetings & Topics
Schedule of Other Events Related to the
Comp Plan Update
City Council
Schedule of Comp Plan Discussions
July 2016 Recommendation on the Transportation
Element and Discussion on the Land Use
Element (July 19)
CAC Sustainability Subcommittee
reviews Land Use
August Recommendation on the Land Use
Element (August 16)
CAC Land Use Subcommittee
CAC Natural Environment/
Sustainability Subcommittees meet
together to review the NE Element
City Council Review of CAC recommended
Transportation Element
Final City Council direction on Scenarios 5 and 6
September Recommendation of the Land Use Element
Background & Discussion on Natural
Environment Element (September
20)
CAC Land Use Subcommittee
CAC Safety/Sustainability
Subcommittees review of Safety
Element
CAC Natural Environment
Subcommittee reviews revised
Natural Environment Element
City Council Review of CAC recommended
Transportation Element (continued from August)
October Discussion on Natural Environment
and Safety Elements (October 18)
CAC Natural Environment
Subcommittee reviews revised
Natural Environment Element
November Discussion on Natural Environment
Element ( November 15)
CAC Safety Subcommittee reviews
revised Safety Element
City Council review of CAC work on Land Use
Element
December Recommendation on Natural
Environment And Discussion on Safety
Element (December 13)
Jan 2017 Recommendation on Safety Element and
Discussion on Business & Economics
Element (January 17)
CAC Business & Economics
Subcommittee reviews the Business
and Economic Element
Publish 5 and 6 Scenario Supplement
to the Draft EIR for 45-day public
review period
City Council Review of CAC recommended Natural
Environment Element
February Recommendation on Business &
Economics Element (February 21)
CAC Governance & Implementation
Subcommittees review
Implementation & Users
Guide/Governance
City Council Review of CAC recommended Safety
Element
March Discussion and Recommendation on the
Implementation Plan (March 21)
PTC Hearing on the Scenario
supplement to the Draft EIR
City Council Hearing on the Scenario supplement
to the Draft EIR
City Council Review of CAC recommendation on
Comp Plan Monthly Schedule August 22, 2016 Draft*
2
Month Citizens Advisory Committee (CAC)
Schedule of Meetings & Topics
Schedule of Other Events Related to the
Comp Plan Update
City Council
Schedule of Comp Plan Discussions
Business & Economics Element
April Discussion and Recommendation on the
intro/users guide/governance topics
( April 18)
May Final CAC Session (“Putting it all
Together”) & review for Internal
consistency (May 16)
June Revised Draft Comp Plan Update
Disseminated for Public Review
July PTC Review & Recommendation to the
City Council on the Draft Comp Plan
Update (Multiple meetings)
August Publication of the Draft Final EIR,
Mitigation Monitoring Plan & Draft
CEQA Findings
PTC recommendation on the Final EIR
Certification Hearing
Final Review of Transportation & Land Use
Elements
Final Review of Natural Environment &Safety
Elements
September Final Review of Business & Economics, Community
Services & Facilities Elements
Final Review of Users Guide/Governance &
Implementation Plan
October City Council Final EIR Certification Hearing
Review of City Council’s Changes & Errata;
Adoption of the Updated Comp Plan
*All dates and topics subject to change. This schedule assumes that (1) City Council comments on CAC work products will be addressed by staff
and reviewed by the CAC in a final “putting it all together” session in the spring of 2017 once the Council has reviewed all of the elements; (2) the
Governance Element will be combined into an introductory section/users guide and will require only one CAC session in the spring of 2017; and (3)
the analysis of EIR Scenarios 5 & 6 is circulated for public review for only 45 days (the legal requirement) and preparation of the Final EIR begins
immediately thereafter.
Summary of CAC Transportation Policy Comments from 7/19 CAC Meeting and Associated
Written Comments:
Add teeth to the policy that Stanford needs to improve the existing LOS at four intersections
surrounding SRP as growth occurs.
VTA service issues are an immediate issue.
With the proposed VTA shutdown of Palo Alto routes, enhance wording about how the City is
going to support routes that have been closed or how to negotiate with VTA to keep existing
routes.
Address the potential elimination/reduction of paratransit services.
The Shuttle System
o Although not the solution to every traffic problem, shuttles are an important part of the
local transportation infrastructure. We have addressed the issue that Shuttles are for a
range of “Transit-Dependent” users. But maybe we have not focused on the total goals
for local shuttles.
o Several things could be done to provide and encourage first/last mile use of the Shuttle
but that doesn’t seem to be a focus today.
Individual CAC Comments
Annette Glanckopf
For Transportation, I only have a few thoughts:
1) 25 pages of overview is way too many. Need to be 10 pages or less
2) Policy t-1.10 [t.19] Need to add availability of open (unlocked) bathrooms, esp. at Cal Ave
station
3) Program T1.19.3 [t39] ADD "any new east west crossing must be done in concert with
planning for undergrounding of rail."
4) Under street design and modification Program t3.5.2 [t75] Shouldn't planning for emergency
vehicles be in zoning not in the comp plan?
Any modification/"beautification" of streets should be wide enough to accommodate
emergency vehicles
5) For the rail corridor Policy t.3.15 [t90] add Churchill crossing.
Why not all Palo Alto Crossings?
6) With the proposed VTA shutdown of Palo Alto routes, we need some enhanced wording how
we are going to support the routes closed or how we can negotiate with VTA to not dump the
routes. Another concern is the potential elimination/reduction of para transit services. Can we
create a program under policy t 7.5 [t161] that speaks to this issue?
Don McDougall
First, thank you for all the effort and work to get a new Transportation Draft to us for the
meeting tomorrow. The many changes in the Draft represent many of the comments of the
subcommittee and the complete CAC, especially with respect to keeping both LOS and VMT as
traffic measures. The draft also reflects the CAC discussion about the phased parking proposal
from the subcommittee and I hope it is explicit enough.
I realize this is a final draft for “Consent” but I have a few comments:
General Comments
I am concerned that not enough has been done to done to address the balance of Policies (and
Programs) between the 8 Goals. There will be, without question, an implied priority for future
readers and users of the Plan derived from the concentration of Policies in particular Goals.
Sustainable (Goal 1) and Efficient (Goal 3) appear to have priority over congestion. Yet the
public concern today (and tomorrow0 is Congestions. There are several Policies throughout he
Element that logically fit in Goal 2 Congestion. I strongly urge that this imbalance be addressed
before a presentation to Council.
Specific Comments
The following comments would not stop me from agreeing to a “Consent” of the draft but
should be considered in any updating that is done as a result of the June meeting:
Page T-2 The term “Sustainable” is frequently used in the document. “Sustainability” has come
to mean not just environmental but economic and social. The plan is addressing basically
“environmental sustainability” and maybe that is the term that should be used? Or do we
believe it is addressing more?
Page T-4 In several places we have resisted the urge to call out organizations or companies by
name and it should be unnecessary to call out Uber and Lift here.
Page T-4 The term “Mobility as a Service” is used in the Narrative but it is not used in the
Policies and Programs and should be to ensure the connection between the narrative and the
Policies and Programs.
Page T- 8 The discussion of the four Shuttles systems should include a map which shows them
explicitly.
Page T-20 We suggest the TIRE should measure the “perceptions” of the community, should we
not also measure the reality somehow?
Page 26 In T1.2 it calls out employers etc. and should call out developers too.
Page T32 Parking and Walking are clearly separated in the Narrative with subheads but not in
the Policies and Programs. Doing so would show the lack of focus policies or program to
explicitly encourage Walking, which the narrative states has the highest number of daily trips
Page 40 Program3.15.2 evaluate the implication of grade level separation should not be just for
bikes and pedestrians but for the safety of all modes and might be better a a Policy in Goal T-6
and be more effective as a way to promote grade separation.
Page T50 Several places we say to “continue to partner with the VTA”. Recent discussions
would suggest the VTA is not acting as a good partner and maybe the wording should be
stronger – in the direction of “advocate” (or demand?) to reflect the current concerns.
Page T46 The concept of Commuter Wallet should include bike rental.
Page 43 Throughout the document there are several references to TDM and TMA. In both
cases but especially the TMA these concepts or entities do not reflect the use or importance of
managing parking as a Transportation management tool. I realize the power of the three-letter
acronym but maybe they should be referred to as Transportation and Parking Management
Assoc. to reflect a broader perspective.
“Worried” Comments
I am currently sufficiently concerned by the Plan’s content with respect to Shuttles that it may
not allow me to support a “Consent”.
The various Shuttle systems in Palo Alto and particularly the Palo Alto Free Shuttle are
mentioned in several places throughout the Plan. I would like to hear other concerns or
comments about the Plan’s Narrative, Policies and Programs for Shuttles in Palo Alto. Although
not the solution to every traffic problem (or maybe even any traffic problem) they are an
important part of the local transportation infrastructure.
We have addressed the issue that Shuttles are for a range of “Transit-Dependent” users. But
maybe we have not focused on the total goals for local shuttles.
Page T-9, It is mentioned (assumed) that the PA Shuttle is providing first/last mile service. And
it may be. But there is limited evidence in the current routes used or the marketing of the
Shuttle to make one believe that is a focus. Several things could be done to provide and
encourage first/last mile use of the Shuttle but that doesn’t seem to be a focus today.
Page T 30 (T1.13 ), page 31 There is a program that calls for evaluating the Shuttle service but it
makes no mention of the evaluation is for coverage or service or both. The measures to be
used in an evaluation should be made clear. A program also calls for the use of technology but
maybe innovation should be mentioned. Not all progress is technology based.
Policy T1.13 suggests subsidizing taxis etc. but we should be aware of unintended
consequences of spending money on things that undermine the whole shuttle effort. Policy
T1.14 calls out “special needs” but we have changed that section in Goal T-7 to be “Transit
Dependent” and it should be the same here.
Hamilton Hitchings
Transportation Element:
Overall looks good with a couple of questions /comments:
The language below Program 1.2.4 / T6 that SFR development should not make traffic worse
was removed and I'd like to see it added back in or explained how it is covered elsewhere.
Policy T-3.3 was removed which says "Require traffic impact analysis for individual office,
commercial and multi-family residential development proposals to include analysis of metrics
adopted as part of State CEQA Guidelines". Could staff explain why this was removed, e.g. it
was moved to Land Use, etc... I want to make sure this analysis for each of these projects
continues and is covered somewhere in the Comp Plan, which I suspect it might be.
Program T1.10.2 states CalTrain parking garages should only be added as a last resort. I used to
use CalTrain to go up to SF until the RPP was implemented and I now drive because of the lack
of parking and expensive one day permits. I'd like parking garage(s) added for CalTrain
commuters and thus would like to see "as a last resort" language removed from the policy with
regards to building parking garage for CalTrain commuters, especially if they overall that
Transportation Hub.
Hamilton
Ellen Uhrbrock
The Consent Vote for the Transportation Draft is on our Agenda tonight.. This is a draft for the
Comp Plan 2030 and the City staff and CAC sub-committee have done their best I will vote YES.
It is appropriate to forward this draft to the Council for review and suggestions.
It also is appropriate for the CAC and City Council to ask the TMA and public to review the draft
and make suggestions.
For example - Avenidas on July 8 hosted a Stanford Alumni Beyond the Farm project – SAVE A
TRIP, SPARE THE AIR. The key speaker was Wendy Silvani, Consultant and Executive Secretary of
the TMA..
The CAC and TMA can scale it in Palo Alto.
It is an opportunity for citizens to “Connect With Their City” and use Open City Hall, the Digital
Commenter, Palo Alto 311, and Next Door.
Everyone can learn the options to travel and shop in Palo Alto.
I am running through my options to travel and shop – from driving a SOV, to using VTA 35, Free
Crosstown Shuttle, Marguerite, Caltrain, SamTrans, Bart and the Dumbarton Express – I am a
fan and frequent user of Uber, Lyft and I will try the Avenidas service, Door to Door.– and I will
sell my car in 2017.
Unable to walk or bicycle to tonight’s meeting – I hired a driver. VTA 35 was not an option – the
return stop is dark and lonely – Uber or Lyft always are options and the cost can be shared with
other passengers. Uber-Pool once took me from Channing House to Stanford for $2.85.
I made my living in Palo Alto planning trips for groups and individuals on ships and trains.
Today I volunteer for Stanford and Avenidas and Plan Trips by Transit
If members of the CAC and staff know their options and how to plan a trip by transit in Palo Alto
- we will draft a good Transportation plan for 2030 to send to Council for approval.
Vote yes and send the Transportation Draft to the Council tonight, and a final draft for
approval to the Council in August.
Jennifer Hetterly
Parking (Goal T-5)
Program T5.11.2 [T109] Add spillover effects to list of metrics to be considered in performance
standards.
ProgramT5.1.3 [T110] work with stakeholders in each commercial center and employment
district, including nearby residents, to monitor conditions and determine the appropriate
timing for revisions to parking requirements.
PALO ALTO COMPREHENSIVE PLAN UPDATE
TRANSPORTATION ELEMENT DISPOSITION TABLE
Blank cells on the right side of the table mean the policy or program was not carried forward. 1
This table shows the current status of each existing Transportation Element policy or program from the 1998-2010
Comp Plan. Because it is organized by existing policy or program, it does not present entirely new policies and
programs that are not based on versions of existing language. Please refer to the Draft Element for a complete set
of the CAC draft policies and programs.
Blank cells in the CAC Draft Update columns on the right indicate that the policy or program was not carried
forward.
Current Comprehensive Plan CAC Draft Update
GOAL T-1 Less Reliance on Single-Occupant
Vehicles
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
GOAL T-2 A Convenient, Efficient Public Transit System that Provides a
Viable Alternative to Driving
Goal T-3 Facilities, Services, and Programs that Encourage and Promote Walking and Bicycling
Policy T-1
Make land use decisions that
encourage walking, bicycling, and public transit use. Policy L-1.2
Focus on attracting and encouraging
land uses that address the needs of the community.
Program T-1
Encourage infill, redevelopment,
and reuse of vacant or underutilized parcels employing
minimum density requirements that are appropriate to support transit, bicycling, and walking.
Policy L-1.4
Promote infill development in the urban
service area, compatible with its surroundings and the overall scale and
character of the city, on vacant and underutilized properties to ensure a compact, efficient development pattern.
Program T-2
Promote mixed use development
to provide housing and commercial services near
employment centers, thereby reducing the necessity of driving.
Mixed Use Land Use Definition
[to promote pedestrian-oriented places]...[foster a mix of uses that
encourages people to live, work, play, and shop in close
proximity]...[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 where
higher FAR would be an incentive to meet community goals such as
providing affordable housing.]
Program T-3
Locate higher density
development along transit corridors and near multimodal
transit stations.
Policy L-3.5
In appropriate locations, encourage a mix of housing such as micro-units,
studios, co-housing, cottage, clustered housing, and secondary dwelling units,
to provide a more diverse range of housing opportunities.
Policy T-2 Consider economic, environmental, and social cost issues in local
transportation decisions.
Policy L-1.18
Hold new development to the highest
standards in order to maintain Palo Alto’s livability and achieve the highest
quality development with the least impacts.
PALO ALTO COMPREHENSIVE PLAN UPDATE
TRANSPORTATION ELEMENT DISPOSITION TABLE
Blank cells on the right side of the table mean the policy or program was not carried forward. 2
Current Comprehensive Plan CAC Draft Update
Program T-4
Consider the use of additional parking fees and tax revenues to
fund alternative transportation projects.
Policy T-3
Support the development and expansion of comprehensive, effective programs to reduce auto use at both local and regional levels.
Policy T-1.2 (PTC
Policy T1.7) (Edited) (Previous
Policy T-3 & Program T-5)
(Merged & Edited)
Collaborate with Palo Alto employers
and business owners to develop, implement and expand comprehensive programs to reduce single-occupant vehicle commute trips, including through
incentives
Program T-5
Work with private interests, such as the Chamber of Commerce and
major institutions, to develop and coordinate trip reduction strategies.
Policy T-1.2 (PTC Policy T1.7)
(Edited) (Previous Policy T-3 &
Program T-5) (Merged & Edited)
Collaborate with Palo Alto employers and business owners to develop,
implement and expand comprehensive programs to reduce single-occupant
vehicle commute trips, including through incentives
Program T-6 Expand Palo Alto’s carpooling
incentive programs.
Program T-7
Encourage the Palo Alto Unified
School District to use parking fees, regulations, and education to
discourage students from driving to school.
Policy T-1.16
Promote bicycle use as an alternative
way to get to work, school, shopping,
recreational facilities and transit stops.
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.
Program T-8
Create a long-term education program to change the travel habits of residents, visitors, and workers by informing them about
transportation alternatives, incentives, and impacts. Work
with the Palo Alto Unified School District and with private interests,
such as the Chamber of Commerce, to develop and
implement this program.
Program T-1.2.1
Create a long-term education
program to change 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.
Program T-9
Support the development of regional on-line transportation services to provide current information on transit, parking,
and roadway conditions, as well as computerized trip planning.
Provide information kiosks at locations such as University and California Avenues.
PALO ALTO COMPREHENSIVE PLAN UPDATE
TRANSPORTATION ELEMENT DISPOSITION TABLE
Blank cells on the right side of the table mean the policy or program was not carried forward. 3
Current Comprehensive Plan CAC Draft Update
Program T-10
Expand the range of City services
that can be received via computers or through the mail.
Program T-11 Promote private delivery services to reduce the necessity of driving.
Program T-12
Encourage telecommuting,
satellite office concepts, and work-at-home options.
Program T1.2.4 [(PTC Program
T1.7.3) (Previous Program T-12) (Edited)]
Review existing regulations, policies, and programs to identify revisions
that encourage telecommuting, satellite office concepts, and work-at-home options.
Policy T-4 Provide local transit in Palo Alto.
Policy T-1.14 [(PTC
Policy T1.9) (Edited)]
Continue the Palo Alto 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.
Program T-13 Establish a jitney bus system similar to Stanford University’s
Marguerite Shuttle.
Program T-1.14.1 (Edited)
Conduct a comprehensive study of the shuttle system 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-5
Support continued development and improvement of the University
Avenue and California Avenue Multi-modal Transit Stations, and the San
Antonio Road Station as important transportation nodes for the City.
Policy T-1.10 [(PTC
Policy T1.10) (Edited)]
Support continued enhancement of the
Caltrain stations as important transportation nodes for the city.
PALO ALTO COMPREHENSIVE PLAN UPDATE
TRANSPORTATION ELEMENT DISPOSITION TABLE
Blank cells on the right side of the table mean the policy or program was not carried forward. 4
Current Comprehensive Plan CAC Draft Update
Program T-14
Pursue development of the University Avenue Multi-modal
Transit Station conceptual plan based on the 1993-1994 design
study.
Land Use Element Policy L-4.8
Improve 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.
Program T-15
Improve the environment at the
University Avenue Multi-modal Transit Station, including
connecting tunnels, through short-term improvements and
regular maintenance.
Program T1.10.1
Collaborate with Caltrain and Stanford
University, per existing agreements with the City, to explore station
improvements, including maintenance and circulation and access
improvements for all modes.
Policy T-6 Improve public transit access to regional destinations, including those
within Palo Alto.
Policy T-1.5 [(PTC Policy T1.11)
(Edited)]
Improve and support transit access to regional destinations, multimodal 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, local shuttles, and first/last mile connections.
Policy T-7
Support plans for a quiet, fast rail
system that encircles the Bay, and for intra-county and transbay transit
systems that link Palo Alto to the rest of Santa Clara County and adjoining
counties.
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.
Program T-16
Evaluate the extension of a light
rail line from Mountain View through Palo Alto to Menlo Park. 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.
Program T-17 Support Caltrain electrification and its extension to downtown
San Francisco.
Policy T-1.9 [(PTC
Policy T7.16)(Program
changed to Policy) (Edited)]
Support Caltrain modernization and
electrification, capacity enhancements and extension to Downtown San
Francisco.
Policy T-8
Encourage employers to develop
shuttle services connecting employment areas with the multi-
modal transit stations and business districts.
Policy T-1.15 [(PTC
Policy T1.12)]
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.
Policy T-9
Work towards integrating public
school commuting into the local transit system.
Policy T-1.7 ([PTC
Policy T1.13) (Edited)]
Work to ensure public and private school commute patterns are
accommodated in the local transit system, including through schedule and
route coordination.
Policy T-10
Encourage amenities such as
seating, lighting, and signage at bus stops to increase rider comfort and
safety.
Policy T-1.8 [(PTC
Policy T1.14) (Edited)]
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.
PALO ALTO COMPREHENSIVE PLAN UPDATE
TRANSPORTATION ELEMENT DISPOSITION TABLE
Blank cells on the right side of the table mean the policy or program was not carried forward. 5
Current Comprehensive Plan CAC Draft Update
Policy T-11
Support efforts to integrate train, bus,
and shuttle schedules at multi-modal transit stations to make public transit
use more time-efficient.
Policy T-1.6 [(PTC Policy T1.15)
(Edited)]
Support efforts 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-12
Support efforts to decrease wait
times for intercity transit to a maximum of 20 minutes between 6:00 AM and 10:00 PM. Design for a maximum wait time of 12 minutes for
intra-city transit, if feasible.
Policy T-1.6 [(PTC Policy
T1.15)(Edited)]
Support efforts 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-13 Encourage a responsive private
sector taxi service.
Policy T-1.13 [(PTC Policy T.17)
(Edited)]
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.
Policy T-14 Improve pedestrian and bicycle
access to and between local destinations, including public
facilities, schools, parks, open space, employment districts, shopping
centers, and multi-modal transit stations.
Policy T-1.19 [(PTC
Policy T1.19) (Edited)]
Prioritize investments for enhanced
pedestrian 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, into the capital improvements
plan.
Program T-18 Develop and periodically update a comprehensive bicycle plan.
Program T-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.
Program T-20 Periodically produce a local area bicycle route map jointly with
adjacent jurisdictions.
Program T-6.1.2 [(PTC Program
T5.7.4) (Edited and enhanced)]
Develop, distribute, and aggressively promote maps 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.
Program T-6.4.1 Periodically update the Adopted
School Commute Corridors Network to include updated school commute
routes. Ensure these routes are prioritized for safety improvements
and considered in land use planning decisions.
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Program T-21 Study projects to depress bikeways and pedestrian
walkways under Alma Street and the Caltrain tracks and implement
if feasible.
Program T3.18.1 Commission an Alma Street crossing study to identify potential near-term
safety and accessibility improvements, including
implementation of a “quiet zone.”
Program T-22 Implement a network of bicycle boulevards, including extension of
the southern end of the Bryant Street bicycle boulevard to
Mountain View. Policy T-1.19 [(PTC
Policy T1.19) (Edited)]
Prioritize investments for enhanced pedestrian 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, into the capital improvements plan.
Program T-23 Develop public sidewalks and bicycle facilities in Stanford
Research Park and other employment areas.
Program T-24 Provide adequate outside
through-lane widths for shared use by motorists and bicyclists
when constructing or modifying roadways, where feasible.
Policy T-15
Encourage the acquisition of easements for bicycle and
pedestrian paths through new private developments.
Policy T-1.17 [(PTC
Policy T1.20) (Edited)]
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-16
Create connecting paths for pedestrians and bicycles where
dead-end streets prevent through circulation in new developments and
in existing neighborhoods.
Policy T-3.6 [(PTC Policy T2.5)
(Edited)]
Consider pedestrians and bicyclists when designing road surfaces, curbs,
crossings, signage, landscaping, and sight lines.
Policy T-17
Increase cooperation with
surrounding communities and other agencies to establish and maintain
off-road bicycle and pedestrian paths and trails utilizing creek, utility, and
railroad rights-of-way.
Policy T-1.18 [(PTC Policy T1.22)
(Previous Policy L-66 & L-68) (Merged
& Edited)]
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.
Program T-25 Evaluate the design of a Bay-to-
Foothills path.
Policy T-8.11 [(PTC Program T1.22.1)
(Merged with Program T-26 &
Edited)]
Support regional plans to complete development of the Bay Trail and Bay-
to-Ridge Trail.
Program T-26 Complete development of the Bay Trail and Ridge Trail in Palo Alto.
Policy T-8.11 [(PTC Program T1.22.1)
(Merged with Program T-25 &
Edited)]
Support regional plans to complete development of the Bay Trail and Bay-
to-Ridge Trail.
Policy T-18
Support the development of the Santa Clara County Countywide
Bicycle System, and other regional bicycle plans.
Policy T-8.12 Support the development of the Santa Clara County Countywide Bicycle
System, and other regional bicycle plans.
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Policy T-19
Improve and add attractive, secure bicycle parking at both public and
private facilities, including multi-modal transit stations, on transit
vehicles, in City parks, in private developments, and at other
community destinations.
Policy T-5.11 [(PTC Policy T4.13)
(Edited)]
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.
Program T-27
Work with Caltrain, Amtrak, and public bus operators to expand
bicycle storage on public transit vehicles during both peak and off-peak hours.
Program T-1.5.1
Continue to work with Caltrain, Amtrak, and public bus operators to
expand bicycle storage on public transit vehicles during both peak and off-peak hours.
Policy T-20 Improve maintenance of bicycle and
pedestrian infrastructure. Policy T-1.20
Regularly maintain off-roadway bicycle and pedestrian paths, including
sweeping, weed abatement, and surface maintenance.
Program T-28
Adjust the street evaluation
criteria of the City's 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.
Program T-1.19.1
[PTC Program T1.20.1]
Adjust the street evaluation criteria
of the City's 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.
Program T-29
Provide regular maintenance of off-road bicycle and pedestrian
paths, including sweeping, weed abatement, and pavement
maintenance.
Policy T-1.20
Regularly maintain off-roadway bicycle and pedestrian paths, including
sweeping, weed abatement, and surface maintenance.
Program T-30
Develop cooperative programs with the City and businesses to keep sidewalks clean in the University Avenue/Downtown and
California Avenue business districts, and other centers.
Program T-1.20.1
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.
Policy T-21 Support the use of Downtown alleyways for pedestrian- and
bicycle-only use.
Policy T-1.21 [(PTC Policy T1.26)
(Edited)]
Maintain pedestrian- and bicycle-only use of alleyways Downtown and in the
California Avenue area where appropriate.
Program T-31
Test the Downtown Urban Design
Guide emphasis on the use of alleyways for pedestrian- and
bicycle-only use. Allow controlled vehicle access for loading and
unloading where no alternatives exist.
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Policy T-22
Improve amenities such as seating,
lighting, bicycle parking, street trees, and interpretive stations along
bicycle and pedestrian paths and in City parks to encourage walking and
cycling and enhance the feeling of safety.
Program T-1.19.5
Improve amenities such as seating,
lighting, bicycle parking, street trees, 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-23
Encourage pedestrian-friendly
design features such as sidewalks, street trees, on-street parking, public
spaces, gardens, outdoor furniture, art, and interesting architectural
details.
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 T-32
Improve pedestrian crossings with bulbouts, small curb radii, street
trees near corners, bollards, and landscaping to create protected
areas.
Program T-6.6.6
Improve pedestrian crossings by creating protected areas and better
pedestrian and traffic visibility. Use a toolbox including bulb outs, small
curb radii, high visibility crosswalks, and landscaping.
GOAL T-4 An Efficient Roadway Network for
All Users GOAL T-3 Maintain an Efficient Roadway
Network for all Users
Policy T-24
Maintain a hierarchy of streets that includes freeways, expressways,
arterials, residential arterials, collectors, and local streets. Policy T-3.1
Maintain a hierarchy of streets that includes freeways, expressways,
arterials, residential arterials, collectors, and local streets, balancing the needs
of all users in a safe and appropriate manner.
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-3.5 [(PTC Policy T2.2)
(Edited)]
When constructing or modifying roadways, plan for use of the roadway
space by all users.
Program T-33
Develop comprehensive roadway design standards and criteria for
all types of roads. Emphasize bicycle and pedestrian safety and
usability in these standards.
Program T-3.5.1
([PTC Program T2.2.1) (Edited)]
Update the comprehensive roadway
design standards and criteria to be consistent with Complete Streets
best practices and the Urban Forest Master Plan, focusing on bicycle and
pedestrian safety and multimodal uses. Consider opportunities to
incorporate best practices from the National Association of City
Transportation Officials guidelines for urban streets and bikeways.
Program T-34
Establish procedures for
considering the effects of street modifications on emergency
vehicle response time.
Program T-3.5.2
Establish procedures for considering
the effects of street design on emergency vehicle response time.
Policy T-26
Participate in the design and implementation of comprehensive
solutions to traffic problems near Stanford Shopping Center and
Stanford Medical Center.
Policy T-3.10
Participate in the design and implementation of comprehensive
solutions to traffic problems near Stanford Shopping Center and Stanford
Medical Center.
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Program T-35
Consider increased public transit,
a shuttle, and other traffic and parking solutions to ensure safe,
convenient access to the Stanford Shopping Center/ Medical Center
area.
Program T-3.10.1 [(PTC Program
T2.6.1) (Edited)]
Support increased public transit,
traffic management, and parking solutions to ensure safe, convenient
access to and from the Stanford Shopping Center/ Medical Center
area.
Program T-36
Extend Sand Hill Road to El Camino Real and construct related
improvements consistent with neighborhood and community
interests. Do not extend Sand Hill Road to Alma Street.
Program T-37
Provide safe, convenient
pedestrian, bicycle, and shuttle connections between the Stanford
Shopping Center and Medical Center areas and future housing
along the Sand Hill Road corridor, the University Avenue Multi-modal
Transit Station, Downtown Palo Alto, and other primary
destinations.
Program T-3.10.3 [(PTC Program
T2.6.3) (Edited)]
Provide safe, convenient pedestrian, bicycle, and transit connections
between the Stanford Shopping Center/Medical Center areas and
housing along the Sand Hill Road/Quarry Road corridors to Palo
Alto Station, Downtown Palo Alto, and other primary destinations.
Policy T-27
Avoid major increases in street capacity unless necessary to remedy
severe traffic congestion or critical neighborhood traffic problems.
Where capacity is increased, balance the needs of motor vehicles
with those of pedestrians and bicyclists.
Policy T-3.3 [(PTC
Policy T2.8)]
Avoid major increases in street capacity when constructing or modifying
roadways, refer to Policy T-3.5.
Policy T-28
Make effective use of the traffic-
carrying ability of Palo Alto’s major street network without compromising
the needs of pedestrians and bicyclists also using this network.
Policy T-2.4 [(PTC Policy
T2.10)(Edited)]
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 T-38 Implement computerized traffic management systems to improve
traffic flow when feasible.
Program T-2.1.1 [(PTC Program
2.10.5)]
Implement computerized traffic management systems to improve
traffic flow when feasible.
Program T-39
Maintain the current program of not adding traffic signals on Alma
Street north of Lytton Avenue and south of Channing Avenue to
Churchill Avenue; and on Middlefield Road north of Lytton
Avenue and south of Channing Avenue to Embarcadero Road.
Policy T-29
Regulate truck movements in a
manner that balances the efficient movement of goods with the
residential character of Palo Alto’s arterial street system.
Policy T-3.4 [(PTC
Policy T2.11)(Edited)]
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
arterial street system.
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Program T-40
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.
Program T-3.4.1
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.
GOAL T-5 A Transportation System with Minimal Impacts on Residential Neighborhoods GOAL T-4
Protect Neighborhood Streets that
Support Residential Character and Provide a Range of Local
Transportation Options
Policy T-30
Reduce the impacts of through-traffic
on residential areas by designating certain streets as residential
arterials.
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)
Charleston/Arastradero Roads (between Miranda Avenue and
Fabian Way).
Program T-41
The following roadways are
designated as residential arterials. Treat these streets with
landscaping, medians, and other visual improvements to
distinguish them as residential streets, in order to reduce traffic
speeds.
Program T-42
Use landscaping and other improvements to establish clear
“gateways” at the points where University Avenue and Embarcadero Road transition from freeways to neighborhoods.
Program T-4.3.1 [(PTC Program
T3.2.3) (Edited)]
Use landscaping and other improvements to establish clear
“gateways” at the points where the Oregon Expressway, University
Avenue, and Embarcadero Road transition from freeways to
neighborhoods.
Policy T-31
Evaluate smoothing and slowing traffic flow in commercial areas by
reducing through-traffic lanes and trading the area for improved turning
lanes, landscaping, and bicycle lanes.
Policy T-32
Design and maintain the City street
network to provide a variety of alternate routes, so that the traffic
loads on any one street are minimized.
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Policy T-33
Keep all neighborhood streets open unless there is a demonstrated
safety or overwhelming through-traffic problem and there are no
acceptable alternatives, or unless a closure would increase the use of alternative transportation modes.
Policy T-4.1 Keep all neighborhood streets open as a general rule.
Policy T-34
Implement traffic calming measures to slow traffic on local and collector
residential streets and prioritize these measures over congestion
management. Include traffic circles and other traffic calming devices among these measures.
Policy T-4.2 [(PTC Policy T3.4)
(Edited)]
Implement traffic calming measures to
slow traffic on local and collector residential streets, and prioritize traffic
calming measures for safety over congestion management.
Program T-43
Establish a Neighborhood Traffic Calming Program to implement
appropriate traffic calming measures. Consider using
development fees as a funding source for this program.
Program T-4.2.1
[(EIR Mitigation Measure TRANS-
8) (Edited)]
Identify specific improvements that can be used to discourage drivers
from using local, neighborhood streets to bypass traffic congestion
on arterials.
Program T-44
Evaluate changing Homer and
Channing Avenues to two-way streets with or without
redevelopment of the Palo Alto Medical Foundation campus.
Program T-4.2.2
[(Merged & Edited with Program T-
43) (PTC Program T3.4.1)]
Periodically review residential areas
for traffic impacts and use the results of that review to prioritize traffic
calming measures.
Policy T-35
Reduce neighborhood street and
intersection widths and widen planting strips as appropriate.
Policy T-4.6 [(PTC
Policy T3.6) (Edited)]
Require new residential development
projects to implement best practices for street design, stormwater management,
and green infrastructure.
Policy T-36 Make new and replacement curbs vertical where desired by
neighborhood residents.
Policy T-37
Where sidewalks are directly adjacent to curbs and no planting
strip exists, explore ways to add planting pockets with street trees to
increase shade and reduce the apparent width of wide streets.
Policy T-3.8
Add planting pockets with street trees to
increase the tree canopy, provide shade, calm traffic and enhance the
pedestrian realm.
Policy T-38
Continue the current “guard and go”
system of having stop signs approximately every other block on
local residential streets to discourage through-traffic.
GOAL T-6
A High Level of Safety for
Motorists, Pedestrians, and Bicyclists on Palo Alto Streets GOAL T-6
Provide a Safe Environment for
Motorists, Pedestrians, and Bicyclists on Palo Alto Streets
Policy T-39
To the extent allowed by law,
continue to make safety the first priority of citywide transportation
planning. Prioritize pedestrian, bicycle, and automobile safety over
vehicle level-of-service at intersections.
Policy T-6.1
Continue to make safety the first priority
of citywide transportation planning. Prioritize pedestrian, bicycle, and
automobile safety over vehicle level-of-service at intersections and vehicle
parking.
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Program T-45 Provide adult crossing guards at school crossings that meet
adopted criteria.
Program T-6.4.3 Provide adult crossing guards at school crossings that meet adopted
criteria.
Program T-46
Encourage extensive educational programs for safe use of bicycles,
mopeds, and motorcycles, including the City-sponsored
bicycle education programs in the public schools and the bicycle traffic school program for juveniles.
Policy T-6.1.1
Follow the principles of the safe routes to schools program to implement traffic
safety measures that focus on Safe Routes to work, shopping, downtown, community services, parks, and schools.
Program T-6.6.2
Establish standards and procedures
for maintaining safe cycling routes, including signage for warnings and
detours during construction projects.
Policy T-6.4 Continue the Safe Routes to School partnership with PAUSD and the Palo
Alto Council of PTAs.
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.
Program T-47
Utilize engineering, enforcement,
and educational tools to improve traffic safety on City roadways.
Policy T-6.6 [(PTC
Program T5.1.1)(Edited)]
Use engineering, enforcement, and
educational tools to improve traffic safety on City roadways.
Policy T-40
Continue to prioritize the safety and
comfort of school children in street modification projects that affect
school travel routes.
Policy T-3.14
Continue to prioritize the safety of
school children in street modification projects that affect school travel routes,
including during construction.
Policy T-41 Vigorously and consistently enforce
speed limits and other traffic laws. Policy T-6.8
Vigorously and consistently enforce speed limits and other traffic laws,
including for vehicle and bicycle traffic.
GOAL T-7 Mobility for People with Special Needs GOAL T-7
Provide Mobility Options that Allow
People who are Transit Dependent to Reach Their Destinations
Policy T-42
Address the needs of people with disabilities and comply with the
requirements of the Americans with Disabilities Act (ADA) during the
planning and implementation of transportation and parking
improvement projects.
Policy T-7.3 [(PTC Policy
T6.1)(Edited)]
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-43 Provide and/or promote demand-responsive paratransit service.
Policy T-7.5 [(PTC Policy T6.2)
(Edited)]
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.
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Program T-48 Monitor Santa Clara County’s paratransit program to assess its
adequacy.
Policy T-7.6
Collaborate with transit and shuttle providers including VTA, SamTrans,
Stanford Marguerite Shuttle, Palo Alto Shuttle, Dumbarton Express Bus
Service and Caltrain in the provision of service that is accessible to seniors and people with disabilities.
Policy T-44
Support transit agencies in implementing or continuing reduced
fare or no fare voucher systems for selected populations.
Policy T-7.7
Support transit providers in implementing or continuing reduced fare
or no fare voucher systems for selected populations, including seniors and
people with disabilities.
GOAL T-8 Attractive, Convenient Public and Private Parking Facilities GOAL T-5 Encourage Attractive, Convenient, Efficient and Innovative Parking
Solutions for all Users
Policy T-45
Provide sufficient parking in the
University Avenue/Downtown and California Avenue business districts
to address long-range needs.
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.
Program T5.1.1
For each commercial center and
employment 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, based on local
conditions, different users’ needs and baseline parking need.
Program T5.1.2
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.
Program T5.1.3
Work with stakeholders in each commercial center and employment
district to monitor conditions and determine the appropriate timing for
revisions to parking requirements.
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Program T-49
Implement a comprehensive program of parking supply and
demand management strategies for Downtown Palo Alto.
Program T5.2.2
In the Downtown TMA, implement
pilot projects to test the effectiveness of strategies such as
employee 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.
Program T5.2.5
Implement Council-adopted
recommendations from the parking management study for the Downtown
area, which included 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.
Program T-50
Continue working with merchants,
the Chamber of Commerce, neighbors, and a parking
consultant to explore options for constructing new parking facilities
or using existing parking more efficiently.
Policy T-5.2 [(Combined with
Program T-49) (Converted to
Policy & Edited)]
Continue to implement a comprehensive program of parking
supply and demand management strategies citywide to optimize the use
of existing parking spaces.
Program T-51
Work with merchants to designate
dedicated employee parking areas. Policy T-5.3 Work with merchants to designate
dedicated employee parking areas.
Policy T-46
Minimize the need for all-day
employee parking facilities in the University Avenue/Downtown and
California Avenue business districts and encourage short-term customer
parking.
Policy T-5.5
Minimize the need for employees to parking in and adjacent to commercial
centers, employment districts and schools.
Policy T-47
Protect residential areas from the
parking impacts of nearby business districts. Policy T-5.10
In residential neighborhoods, work with neighborhood associations to prioritize
residential street parking and minimize spill over parking from commercial
centers and employment districts.
Program T-52
Evaluate options to ensure maximum use of the City parking
structures in the University Avenue/Downtown and California
Avenue areas.
Policy T-5.2 [(Combined with
Program T-49) (Converted to
Policy & Edited)]
Continue to implement a comprehensive program of parking
supply and demand management strategies citywide to optimize the use
of existing parking spaces.
Program T-53 Discourage parking facilities that would intrude into adjacent
residential neighborhoods.
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.
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Policy T-48
Encourage parking strategies in the Stanford Medical Center area that
maximize the efficient use of parking and, in the long term, consider the
possible use of remote parking lots with shuttle bus service.
GOAL T-9 An Influential Role in Shaping and Implementing Regional Transportation Decisions GOAL T-8
Influence the Shape and
Implementation of Regional Transportation Policies and
Technologies to Reduce Traffic Congestion and Greenhouse Gas
Emissions
Policy T-49 Lead and participate in initiatives to
manage regional traffic. 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.
Policy T-50
Collaborate with public interest groups and local, state, and federal
governments to study and advocate transportation regulatory changes,
such as an increase in the gasoline tax and market pricing efforts.
Policy T-1.27
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.
Program T-54
Work regionally, and in particular
with adjacent communities, to establish a system of parking fees
that discourages single occupant vehicle use and encourages other
transportation modes.
Policy T-51
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-8.5
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-52
Where appropriate, support the conversion of existing traffic lanes to
exclusive bus and high-occupancy vehicle (HOV) lanes on freeways and
expressways, including the Dumbarton Bridge.
Policy T-8.8 [(PTC
Policy 7.14) (Edited)]
Where appropriate, support the
conversion of existing traffic lanes to exclusive bus and high-occupancy
vehicle (HOV) lanes on freeways and expressways, including the Dumbarton
Bridge, and the continuation of an HOV lane from Redwood City to San
Francisco.
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Policy T-53
Participate in seeking a regional
solution to improved roadway connections between Highway 101
and the Dumbarton Bridge without construction of a southern
connection across environmentally sensitive baylands.
Policy T-54
Support efforts by Caltrans and the
Santa Clara Valley Transportation Authority Congestion Management
Program to reduce congestion and improve traffic flow on area
freeways.
Policy T-8.6
Support efforts by Caltrans and the
Valley Transportation Authority to reduce congestion and improve traffic
flow on area freeways consistent with Statewide GHG emissions reduction
initiatives.
Program T-55
Support provision of a new 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.
Program T-8.6.1
Support provision of a new 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.
Policy T-55
Support the application of emerging
freeway information, monitoring, and control systems that provide driver
assistance and reduce congestion.
Policy T-8.7 [(PTC Policy T7.13)
(Edited)]
Support the application of emerging
freeway information, monitoring, and control systems that provide non-
intrusive driver assistance and reduce congestion.
Policy T-56
Support state and federal legislation
to reduce motor vehicle emissions, noise, and fuel consumption. Policy T-8.9
Support State and federal legislation to
reduce motor vehicle emissions, noise, and fuel consumption.
Program T-56
Implement as appropriate the
“local action list” of the Bay Area Air Quality Management District
(BAAQMD) and work with the Santa Clara Valley Transportation
Authority's Congestion Management Program (CMP) and
other jurisdictions to implement those actions that require a multi-
jurisdictional effort.
PALO ALTO COMPREHENSIVE PLAN UPDATE
TRANSPORTATION ELEMENT DISPOSITION TABLE
Blank cells on the right side of the table mean the policy or program was not carried forward. 17
GOAL T-10 A Local Airport with Minimal Off-
site Impacts
GOAL L-10
(Note: Goal T-10 Moved to Land
Use Element Based On CAC
Input)
Maintain an Economically Viable
Local Airport with Minimal Environmental Impacts
Policy T-57
Support the continued vitality and
effectiveness of the Palo Alto Airport without significantly increasing its
intensity or intruding into open space areas. The Airport should remain
limited to a single runway and two fixed base operators.
Policy L-10.1
Operate Palo Alto Airport (PAO) as a vital and efficient facility without
significantly increasing its intensity or 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.
Program T-57
Provide a planting strip and bicycle/pedestrian path adjacent to Embarcadero Road that is consistent with the open space character of the baylands.
Program L-10.2.1
Maintain landscaping consistent with the open space character of the
baylands to screen the airport along Embarcadero Road and 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 airport federal and state regulations.
Program T-58
Encourage Santa Clara County to
relocate the terminal building away from the Runway 31 clear
zone, allowing for construction of a new terminal.
Program L-10.1.1
Relocate the terminal building away from the Runway 31 clear zone, allowing for construction of a new terminal.
GOAL T-9 (added by
Council 8/31/15)
Decrease congestion and improve
transportation efficiency with a priority on our worst
intersections, our business centers, and our peak commute
times including school traffic.
GOAL T-2
(Council added as Goal T-9)
Decrease Congestion And Vehicle Miles Traveled With A Priority On Our
Worst Intersections And Our Peak Commute Times, Including School
Traffic
As a Council addition, this Goal is not associated with any policies or programs in the existing
Transportation Element.
August 29, 2016
Civic CrowdAnalysis of Citizens Comments – Comprehensive Plan Draft Transportation
Element – For Information Only
For the past two years, the City has been collaborating with researchers at Stanford’s Brown Institute for
Media Innovation on ways to use digital tools and crowdsourcing concepts to enhance participation in
the update of the City’s Comprehensive Plan. One product of our work together was the development
of the Digital Commenter tool that allows individuals to interact with comments and provide ideas to
draft elements of the Comprehensive Plan that are posted to our Open City Hall portal. The Digital
Commenter allows for many more community members to participate in the actual drafting and editing
of the Comp Plan document. Each element of the plan is posted on the Digital Commenter and the
feedback is looped back into the Citizen Advisory Committee that is assisting with this effort. Typically,
there are more than 500 visitors and hundreds of comments and ideas each time a new element is
posted on the platform. Since the beginning of the year, the portal has had more than 18,000 visitors
and the tool is being considered by other cities looking to deploy similar technology.
Recently, the Stanford team of Dr. Tanja Aitamurto, the Deputy Director and a Brown Fellow (post doc)
at the Brown Institute and Kaiping Chen, a Stanford doctoral student, used crowdsourced data and
community input on the City’s Draft Transportation Element to develop a demonstration web
application called Civic CrowdAnalytics. They were among the top 10 teams of 400 applicants to enter a
demonstration competition in the Living Progress Challenge, a global innovation challenge that funds
new applications for improving people’s lives. The attached power point is the Stanford team’s
presentation in the competition. Civic CrowdAnalytics is a web application for analyzing civic data with
Natural Language Processing (NLP) methods and machine learning. Civic CrowdAnalytics analyzes
datasets automatically, for example, by categorizing crowdsourced data and analyzing the participants’
sentiments about the discussed topics. While NLP technologies are becoming more common, there is
far less focus on developing solutions with those technologies for civic purposes. The Stanford team’s
goal is to develop a tool that helps city governments in analyzing civic data more automatically to spur
civic participation, and to help manage the increased data such participation may generate. The Civic
CrowdAnalytics tool reached about 80 percent accuracy rate with the automated analysis (compared
with manual analysis), a good first result. The City plans to continue its partnership with The Brown
Institute on enhanced civic engagement opportunities.
8/29/2016
1
Analyzing
Citizen Comments about
Transportation Element
Tanja Aitamurto, Kaiping Chen
Stanford University
Aug. 2016
Part I: Crowd Ideas Analysis
Part II: Crowd, CAC, Policy
Comparison
8/29/2016
2
Categorization Method
1. Data Collection Method
1. Citizen ideas: from Digital Commenter,
Nextdoor, Open City Hall, Summit
2. CAC meeting transcripts, CAC comments
on the Digital Commenter
3. Latest transportation element updates (June
Version 2016)
2. Data Categorization Method
1. Open Coding (three human coders)
2. Computational Method: Automatically
Coding Ideas (use Natural Language
Processing)
Main categories summary
97
43
136
37
020
40
60
80
100
120
140
160
Number of ideas
Number of ideas
8/29/2016
3
Analysis on Main Category
1.Public transit subcategories analysis
2.Private transit subcategories analysis
3.Non‐motor powered transit subcategories analysis
4.Big picture infrastructure subcategories analysis
Public transit subcategories
4
49
20
11 12
0
10
20
30
40
50
60
Incentives to usepublic transit Personalizedpublic transit Public transitmodes Last mileconnection andcoordination
Public shuttles
Number of ideas per subcategory
Number of ideas
8/29/2016
4
Incentives to use public transit subcategories
22
0
0.5
1
1.5
2
2.5
free public transit cheaper fares
Number of ideas per subcategory
Number of ideas
Personalized Public transit subcategories
21
6
13
5 4
0
5
10
15
20
25
Personalizedtrains self-driving cars personalizedbuses on-demand publictransitpublic transit apps
Number of ideas per subcategory
Number of ideas
8/29/2016
5
Public transit modes subcategories
1
10
9
0
2
4
6
8
10
12
Increasing public transitfrequency Expanding public transitgeographical reach Increasing frequency andexpanding geographical reach
Number of ideas per subcategory
Number of ideas
Public shuttles subcategories
8
2
11
0
1
2
3
4
5
6
7
8
9
shuttle types County-wide shuttle Promoting shuttleservices South Palo Alto shuttle
Number of ideas per subcategory
Number of ideas
8/29/2016
6
Private transit subcategories
1
15
5
17
12
2 3
024
6
8
101214
16
18
Number of ideas
Number of ideas
Reducing private transit subcategories
2
7
5
0
1
2
3
4
5
6
7
8
Increasing density to reducecar trips Carpools Incentives to reduce privatetransit
Number of ideas per subcategory
Number of ideas
8/29/2016
7
Personalized private transit subcategories
1
3
0
0.5
1
1.5
2
2.5
3
3.5
Zip cars More EV charging spot
Number of ideas per subcategory
Number of ideas
Parking issues and solutions subcategories
8
6
0
1
2
3
4
5
6
7
8
9
Reduced parking incentives Parking design
Number of ideas per subcategory
Number of ideas
8/29/2016
8
Pollution subcategories
11
0
0.2
0.4
0.6
0.8
1
1.2
Noise pollution Cap and trade for car trips
Number of ideas per subcategory
Number of ideas
Non‐motor powered transit
subcategories
72
13
0
10
20
30
40
50
60
70
80
Infrastructure for non-motor powered transitImplementing existing programs and trafficassessment methods
Number of ideas per subcategory
Number of ideas
8/29/2016
9
Infrastructure for non‐motor powered transit
subcategories
63
9
0
10
20
30
40
50
60
70
Bike lanes and pedestrian paths bike parking
Number of ideas per subcategory
Number of ideas
More biking options subcategories
5
111
2
1
0
1
2
3
4
5
6
Number of ideas subcategory
Number of ideas
8/29/2016
10
Big picture infrastructure subcategories
29
5
0
5
10
15
20
25
30
35
Roads Implementing existing programs and trafficassessment methods
Number of ideas per subcategory
Number of ideas
Roads subcategories
5
3
2
10
0
2
4
6
8
10
12
Road design Road safety Improving trafficlights Traffic calmingmeasures
Number of ideas per subcategory
Number of ideas
8/29/2016
11
Comparing Crowd’s input,
CAC’s input and the Policy
1.Main Category Comparison
2.Big Picture Infrastructure
Comparison
3.Non‐motor powered transit
Comparison
Total Number of Ideas
184
781
194
0
100
200
300
400
500
600
700
800
900
Crowdsourced Input CAC’sInput Revised Policy/Program
Number of ideas
Number of ideas
8/29/2016
12
27.07%24.26%
37.63%
15.47%
7.66%
14.95%
25.97%36.81%
21.65%
23.76%29.15%22.68%
7.73%2.13%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Crowdsourced
Input
CAC’s
Input
Revised
Policy/Program
Special Needs to Senior
citizen
Private Transit
Public Transit
Non‐Motor Powered
Transit
Big Picture
Infrastructure
Comparing the main categories in percentages in crowdsourced input,
CAC’s transcripts/comments and the revised transportation policy.
Crowdsourced input: Big picture
infrastructure: Top subcategories
57.14%
14.29%
8.16%
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
Improve traffic
calming (1st)
Improve road design
(2nd)
Increase housing
density to reduce car
trips (3rd)
Top Subcategories
TOP Subcategories
8/29/2016
13
CAC input: Big picture infrastructure: Top
subcategories
18.29% 18.29%
17.07%
16.40%
16.60%
16.80%
17.00%
17.20%
17.40%
17.60%
17.80%
18.00%
18.20%
18.40%
Improve traffic
calming (1st)
Improve road design
(2nd)
Improve road safety
(3rd)
Top Subcategories
TOP Subcategories
Revised policy: Big picture infrastructure:
Top subcategories
56.34%
47.89%
7.04%
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
Improve Road
Design and Safety
(1st)
Implement existing
programs and traffic
assessment methods
(2nd)
Improve traffic
calming
Top Subcategories
TOP Subcategories
8/29/2016
14
Crowdsourced input: Non‐motor powered
transit: Top subcategories
89.71%
10.29%
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
70.00%
80.00%
90.00%
100.00%
Improve infrastructure (1st) More bike supply options
(2nd)
Top Subcategories
Improve infrastructure
(1st)
More bike supply
options (2nd)
CAC input: Non‐motor powered transit:
Top subcategories
77.78%
13.89%
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
70.00%
80.00%
90.00%
Improve infrastructure (1st) More bike options (2nd)
Top Subcategories
Improve infrastructure
(1st)
More bike options (2nd)
8/29/2016
15
Revised Policy: Non‐motor powered transit:
Top subcategories
65.52%
27.59%
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
70.00%
Improve infrastructure (1st) More bike options (2nd)
Top Subcategories
Improve infrastructure
(1st)
More bike options (2nd)
From: Penny Ellson
To: Council, City
Subject: Transportation Element
Date: Thursday, August 25, 2016 10:46:53 PM
Honorable City Council Members,
Here are some brief comments on the Transportation Element.
1). Congestion Management: Many of these policies and programs rely on future use of CUPs but
historically systematic, timely monitoring and enforcement has been lacking. Specifically, how will the city
support systematic, robust monitoring and enforcement? This is not just a matter of having the right
language in a CUP. It is important to invest heavily in staff resources and tools for enforcement. TDM
that works is expensive—and it requires a long-term, disciplined commitment. Is City of Palo Alto really
ready to make this commitment?
2). Transit: Please consider adding language to address the specific governance problems associated
with VTA transfer of Palo Alto tax dollars to south county cities (San Jose, in particular). VTA has not
been a reliable partner—largely because their board is dominated by south county representatives. We
need policies and programs that move Palo Alto toward a much stronger regional position. I wonder if
this requires a combined legal and lobby effort. There is a lot of language in this Comp Plan about
cooperation and collaboration with regional partners, but this assumes a cooperative partner—which we
do not have. Could the Comp Plan address how we might work toward changes that improve our
leverage with VTA—to motivate them to work cooperatively with Palo Alto?
3). Program T4.3.1—Please include the San Antonio/Charleston south Palo Alto gateway from the 101. I
agree gateways are important to all parts of Palo Alto.
This Element is very long and there are some redundancies, especially in the Introduction. Edit, edit, edit.
Penny